HM521-2 Jet Unit Manual R4A21

Installation and Service
Manual
HM521
Jet Unit Manual
R4A21
Copyright © 2002. C.W.F. Hamilton Ltd
All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in
any form or by any means; electronic, electrostatic, magnetic tape, mechanical, photocopying, recording or
otherwise, without permission in writing from C.W.F. Hamilton & Co Ltd.
Due to our policy of continuous development, specifications in this document are subject to change without
notice or obligation.
Jet or Control Type HM521

Part Number 089521-2
Revision R4 01/11/08
Amendment A21 09/09/13
Contents
1 - Introduction ____________________________ 1-1

Limited Warranty___________________________________________ 1-2
Warranty and Ownership Registration Form ____________________ 1-4
General Safety Notice _______________________________________ 1-5
2 - Product Description _____________________ 2-1

Introduction _______________________________________________ 2-1
Equipment Description ______________________________________ 2-2
Main Components __________________________________________ 2-2
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
Universal Driveshaft Alignment______________________________ 3-10
Drivelines for Diesel Engines ________________________________ 3-11
Jet Coupling Flange Details__________________________________ 3-11
Moments of Inertia _________________________________________ 3-11
Mainshaft Dimensions ______________________________________ 3-12
i
Critical Speed of Mainshaft __________________________________ 3-12
Engine Location and Mounting ______________________________ 3-13
Engine Speed Limits ________________________________________ 3-13
4 - Precautions Against Corrosion ___________ 4-1

General ___________________________________________________ 4-1
Electrical Wiring System _____________________________________ 4-1
D.C. Systems_______________________________________________ 4-2
A.C. Systems _______________________________________________ 4-2
Shore Connections _________________________________________ 4-2
Using an Isolating Transformer________________________________ 4-2
Using a Galvanic Isolator ____________________________________ 4-2
Earth Bonding System _______________________________________ 4-3
Corrosion Monitor __________________________________________ 4-3
Trim Tabs and Other Submerged Fittings _______________________ 4-4
Earth Connections for Electronic Equipment ____________________ 4-4
Anodes ___________________________________________________ 4-4
Jet Unit Anodes ____________________________________________ 4-5
Hull Anodes _______________________________________________ 4-5
Anti Fouling Paint __________________________________________ 4-5
Anti-Seize Compound_______________________________________ 4-5
Impressed Current Protection_________________________________ 4-5
Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls ____________ 4-6
Earth Bonding System (Not Normally Current Conducting) ________ 4-6
Checking the Insulation______________________________________ 4-6
5 - Installation_____________________________ 5-1
Basic Installation Method ____________________________________ 5-1
Installing the Intake Block - GRP Hulls _________________________ 5-1
Hull Preparation ___________________________________________ 5-3
Transition Duct_____________________________________________ 5-3
ii
Equipment Preparation ______________________________________ 5-5
Removing Steering and Reverse Components ___________________ 5-5
Removing the Reverse Components ___________________________ 5-5
Removing Other Parts _______________________________________ 5-5
Mounting the Jet Unit _______________________________________ 5-6
Transition Duct_____________________________________________ 5-6
Jet Unit Intake ______________________________________________ 5-6
Transom Seal ______________________________________________ 5-6
Jet Unit ___________________________________________________ 5-6
Mounting the Transom Plate__________________________________ 5-7
Final Assembly_____________________________________________ 5-7
Spare V-Belts ______________________________________________ 5-8
Driveline and Engine Installation _____________________________ 5-8
Mounting the Engine ________________________________________ 5-8
Installation Checks for the Jet Unit____________________________ 5-10
6 - Commissioning __________________________ 6-1

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

System Faults ______________________________________________ 7-1
Jet Unit Faults______________________________________________ 7-1
Reverse System Faults _______________________________________ 7-3
Steering System Faults_______________________________________ 7-5
iii
8 - Maintenance ___________________________ 8-1
General ___________________________________________________ 8-1
Jet Surface Coating Procedure ________________________________ 8-2
Introduction and Scope ______________________________________ 8-2
Application of Antifoul Coatings ______________________________ 8-2
Maintenance of Jet Unit Paint_________________________________ 8-3
Preservation (Pre Installation)_________________________________ 8-5
Preservation (Post Installation) ________________________________ 8-6
Service Intervals____________________________________________ 8-7
Servicing Intervals __________________________________________ 8-7
Jet Unit Servicing Details ____________________________________ 8-9
Intake Flow Path: ___________________________________________ 8-9
Bearing Housing Oil, Checking: ______________________________ 8-9
Bearing Housing Oil, Changing _______________________________ 8-9
Marine Bearing: ___________________________________________ 8-10
Water Seal: _______________________________________________ 8-10
Anodes: __________________________________________________ 8-10
Reverse Cylinder and Hoses: ________________________________ 8-11
Reverse Push Rods _________________________________________ 8-11
Steering Cylinder and Hoses: ________________________________ 8-11
Steering Linkages: _________________________________________ 8-11
Steering Push Rod and Linkages: _____________________________ 8-11
Steering Crank Pin: ________________________________________ 8-11
Driveshaft:________________________________________________ 8-11
Jet Unit __________________________________________________ 8-12
Tools ____________________________________________________ 8-14
Threaded Fasteners ________________________________________ 8-14
Thread Locking Agents _____________________________________ 8-14
Recommended Oils and Lubricants __________________________ 8-15
Bearing Housing___________________________________________ 8-15
iv
9 - Overhaul _______________________________ 9-1
General Information ________________________________________ 9-1
Introduction _______________________________________________ 9-2
Hydraulic Faults ____________________________________________ 9-3
Care of Jet Unit Paintwork ___________________________________ 9-3
Torquing Sequence of Nuts __________________________________ 9-3
Anode Replacement ________________________________________ 9-4
Refitting the Locating Dowels_________________________________ 9-4
Clevis Loctite Procedure _____________________________________ 9-5
Reverse Duct Overhaul _____________________________________ 9-6
Reverse Duct Removal ______________________________________ 9-6
Reverse Duct Overhaul ______________________________________ 9-6
Reverse Cylinder Removal ___________________________________ 9-7
Reverse Cylinder Overhaul ___________________________________ 9-8
Reverse Pushrod Assembly Overhaul _________________________ 9-10
Reverse Assembly Refitting and Adjustment ___________________ 9-11
Reverse Push Rod Gland - Refit to the Jet Unit __________________ 9-11
Reverse Cylinder - Refit to the Jet Unit ________________________ 9-12
Reverse Duct Re-Fitting to the Jet Unit [8] _____________________ 9-13
Reverse Cylinder Push Rod - Adjustment ______________________ 9-14
Steering Assembly Removal and Overhaul ____________________ 9-15
Steering Cylinder Overhaul _________________________________ 9-15
Steering Cylinder Mounting Bracket - Removal _________________ 9-15
Nozzle Assembly Removal __________________________________ 9-16
Nozzle Housing and Nozzle Insert Removal ___________________ 9-17
Steering Crank and Crank Mount Block Removal _______________ 9-18
Inspection & Repair of Steering Pushrod Seal Bushes & Seals _____ 9-19
Steering Assembly Re-Fitting and Adjusting ____________________ 9-21
Nozzle Assembly Re-Fitting _________________________________ 9-22
Steering Linkages Re-Fitting _________________________________ 9-24
Steering Linkages Adjustment ________________________________ 9-25
Bearing Housing Assembly overhaul _________________________ 9-28
Bearing Housing Dismantling________________________________ 9-28
Water Seal Setting Clips ____________________________________ 9-29
Water Seal Replacement ____________________________________ 9-32
v
Water Seal _______________________________________________ 9-32
Water Seal Removal _______________________________________ 9-32
Bearing Housing Re-Assembly _______________________________ 9-34
Bearing Clearance Adjustment _______________________________ 9-37
Re-Attaching the Coupling __________________________________ 9-37
Final Assembly of the Water Seal_____________________________ 9-38
Internal Anode Replacement ________________________________ 9-38
Intake Internal Anode ______________________________________ 9-38
Tailpipe Area - Removal and Overhaul _______________________ 9-39
Removal of the Reverse Duct and Steering Assembly ____________ 9-39
Impeller - Checking for Wear ________________________________ 9-39
Tailpipe Area - Dismantling _________________________________ 9-39
Replacing the Wear Ring ___________________________________ 9-40
Removal of the Wear Ring and Insulator Strip __________________ 9-41
Preparing a New Wear Ring for fitting ________________________ 9-41
Fitting a New Insulator _____________________________________ 9-42
Fitting a New Wear Ring ____________________________________ 9-42
Impeller Area - Overhaul ___________________________________ 9-43
Welding__________________________________________________ 9-43
Inspection ________________________________________________ 9-43
Blade Leading Edge Repair Procedure _________________________ 9-44
Impeller Outside Diameter (O.D.) Repair Procedure: ____________ 9-44
Balancing ________________________________________________ 9-44
Passivation _______________________________________________ 9-44
Tailpipe Overhaul _________________________________________ 9-45
Checking the Marine Bearing for Wear ________________________ 9-45
Replacing the Marine Bearing [69] ___________________________ 9-45
Repair of the Reverse Duct Pivot Pin Inserts ____________________ 9-45
Internal tailpipe anodes _____________________________________ 9-46
External Tailpipe Anodes ___________________________________ 9-46
Re-Fitting the Impeller ______________________________________ 9-46
Re-Fitting the Impeller Race _________________________________ 9-46
Re-Fitting the Tailpipe ______________________________________ 9-47
Tightening the Impeller Nut _________________________________ 9-47
Refitting the Impeller Fairing ________________________________ 9-47
vi
Refitting the Nozzle / Nozzle Housing Components _____________ 9-47
Transom Plate Assembly Overhaul ___________________________ 9-48
Transom Plate Anodes ______________________________________ 9-48
Transom Plate and Seal Ring Removal ________________________ 9-48
Transom Plate and Seal Ring Re-Fitting________________________ 9-49
Overflow Preventer (Optional Extra) __________________________ 9-50
Overflow Preventer Fitting __________________________________ 9-50
Overflow Preventer Removal ________________________________ 9-51
Intake Screen _____________________________________________ 9-51
Intake Screen Removal _____________________________________ 9-51
Intake Screen Re-Fitting_____________________________________ 9-51
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
KMT Nut Fitting and Removal ______________________________ 10-12
Installation Checks _______________________________________ 10-14
Jet Unit Mounting_________________________________________ 10-14
Jet Unit General __________________________________________ 10-15
Jet Systems Steering _______________________________________ 10-16
Drive Shaft ______________________________________________ 10-17
Commissioning Checks ___________________________________ 10-18
Pre Launch Checks _______________________________________ 10-18
Post Launch Checks _______________________________________ 10-19
Engine Checks (Vessel Moored) _____________________________ 10-20
Vessel Trial ______________________________________________ 10-22
After Initial Trials _________________________________________ 10-23
Jet Unit Trials & Commissioning Data ________________________ 10-24
Temperature Readings _____________________________________ 10-24
Speed Trial Readings ______________________________________ 10-24
vii
Aluminium Weld Procedure _______________________________ 10-26
Threaded Fastener Tightening Torques _______________________ 10-28
Nut Tightening Torque ____________________________________ 10-28
Screw Tightening Torques__________________________________ 10-29
Stud Installation __________________________________________ 10-30
Set Screws _______________________________________________ 10-30
Hydraulic Cylinder Piston __________________________________ 10-31
Hydraulic Fittings _________________________________________ 10-31
Thread Lubricants ________________________________________ 10-32
Recommendations for Lubricants and Oils ___________________ 10-33
Hydraulic Fluids __________________________________________ 10-33
Bearing Housing Lubrication _______________________________ 10-35
Joint Lubrication __________________________________________ 10-36
Drivers Guide ___________________________________________ 10-38
Starting Up ______________________________________________ 10-38
Ahead, Zero speed and Astern Controls ______________________ 10-38
Power Assisted Slowdown _________________________________ 10-39
Steering _________________________________________________ 10-39
Manoeuvring and Docking _________________________________ 10-40
Cruising _________________________________________________ 10-43
Shallow Water Operation __________________________________ 10-44
Acceleration to High Speed ________________________________ 10-45
Blockages (Debris in the Jet Unit) ___________________________ 10-45
Operating with an Engine and Jet Unit out of Service ___________ 10-46
Shutting Down the Jet Units After Use _______________________ 10-46
11 - Technical Drawings ____________________ 11-1

HM52101002 Base Jet Standard _____________________________ 11-2
HM52102002 Coupling Flange ______________________________ 11-4
HM52103002 Impeller Options _____________________________ 11-5
HM52105000 Jet Dipstick Options___________________________ 11-6
HM52106004 JT Steering (Blanking Plugs) No Steering __________ 11-7
HM52106005 Steering Assembly ____________________________ 11-8
viii
HM52107002 Reverse Group(Blanking Plugs) No Reverse ______ 11-16
HM52107004 Reverse Assembly ___________________________ 11-17
HM52108000 Installation Group Detailed Match Marking ______ 11-21
HM52108002 Installation Details ___________________________ 11-22
HM52110001 Overflow Preventer __________________________ 11-24
HM52111002 Maintenance Tools __________________________ 11-25
HM00013001 Corrosion Monitor ___________________________ 11-27
HM52113002 Anode Location _____________________________ 11-28
HM52115001 Steering Tiller Option ________________________ 11-29
HM52116000 Forced Water Lubrication System Assembly _____ 11-30
HM52117000 Reverse Duct Assembly_______________________ 11-31
HM52130001 General Arrangement ________________________ 11-32
82207 Impeller Dressing Information ________________________ 11-33
85114 Earth Bonding System _______________________________ 11-37
205734 Lubrication Chart _________________________________ 11-38
109027 Shaft Position Indicator ____________________________ 11-39
ix
HM521Installation and Service Manual
1-Introduction
1 - Introduction
In This Section
Limited Warranty ............................................................................................... 1-2

Warranty and Ownership Registration Form ...................................................... 1-4
General Safety Notice........................................................................................ 1-5
1-1
HM521 Installation and Service Manual
1-Introduction
Limited Warranty
Terms of coverage
C.W.F. Hamilton & Co. Ltd. (Hamilton Jet) warrants to the original purchaser that each new Hamilton Jet product is
free from defects in material and workmanship under normal use and service for the warranty period.
 In the event that a warranted defect in material or workmanship is disclosed to Hamilton Jet within
the warranty period, Hamilton Jet's obligation is limited to, at its option, repairing or replacing the
defective product, or component part at its factory or such other location as may be designated by
Hamilton Jet.
 Defective products shall be returned to Hamilton Jet or its authorised service representative for
inspection with transportation charges prepaid by the purchaser to the location specified by
Hamilton Jet.
 This warranty only applies where the product is shown, to the satisfaction of Hamilton Jet, to be
defective in material or workmanship during the warranty period.
 Hamilton Jet will supply parts required for warranty repairs free of charge and pay reasonable
authorised labour costs.
 To the extent permitted by law, this warranty sets out the original purchaser's exclusive remedies
with respect to the product covered by this warranty. In the event that Hamilton Jet determines it is
unable to repair or replace any component part(s) found to be defective in materials and/or
workmanship, Hamilton Jet's warranty liability shall be limited to payment by Hamilton Jet to the
original purchaser of an amount not to exceed the value of the defective part(s), together with
shipping charges, if any, incurred.
 All products removed or replaced under the warranty shall become the property of Hamilton Jet.
 All warranty claims shall be lodged with Hamilton Jet or its authorised distributor.
Warranty period
 The warranty period for Hamilton Jet products is limited to a period of twenty-four (24) months from the
date of original shipment from the Hamilton Jet factory, or twelve (12) months from the vessel launch date,
whichever occurs first.
Limitation of liability
 This warranty is extended only to the original purchaser, and is not transferable to or assignable to
any other person or entity, and does not extend to future performance.
 In no event will Hamilton Jet, its distributors, or affiliates be liable for any incidental, punitive or
consequential losses, inconveniences, damages or other costs resulting directly or indirectly from any
defect in the product covered by this warranty, including, but not limited to, loss of use, revenue or
profit.
 Hamilton Jet reserves the right to change its product through changes in design or materials without
obligation to incorporate such changes in any products previously manufactured, but any
improvement or changes may be incorporated in replacement product.
This warranty does not extend to failures, damages or defects resulting from the following:
 What Hamilton Jet determines to be, misuse, abuse, overloading, improper application, improper
transportation or storage, abnormal wear and tear, negligence, carelessness, accident, natural
calamity, vandalism, fouling caused by foreign material, peculiar water conditions or chemicals, or
other circumstances over which Hamilton Jet has no control.
 Operation or maintenance in any way other than in accordance with the operating and maintenance
instructions of Hamilton Jet.
 Vessel-to-shore electrical connections that change the corrosion potential of the vessel. For vessels
equipped with shore power this warranty will not extend to the product unless an isolating transformer or
galvanic isolator is fitted as described in the applicable HamiltonJet Product Manual.
 Incorrect installation, as per the applicable Hamilton Jet Product Manual and the applicable Hamilton Jet
Designer's Manual. This warranty will not extend to the product unless a negative earth bonding system has
been installed in the vessel as specified in the respective Hamilton Jet Product Manual, and a Jet Mainshaft
critical speed check carried out to Hamilton Jet's written satisfaction.
1-2
1-Introduction
This 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
Hamilton Jet or its authorised representatives.
 Items incorporated in any Hamilton Jet product (other than by Hamilton Jet) when such items have
been manufactured by others or are warranted by their respective manufacturers in favour of the
purchaser.
 Used or reconditioned parts.
 The cost of transporting the vessel to a repair facility and for all related towing, harbour, docking,
slippage, lifting, moorage, launching or retrieval charges.
 Any product which may have been serviced, repaired or altered in any way by anyone other than
Hamilton Jet or a Hamilton Jet authorised facility.
No representations or express or implied warranty except as herein stated
 To the extent permitted by law, this limited warranty is the only warranty extended by Hamilton Jet
and is in lieu of all other warranties, EXPRESSED or IMPLIED, oral or written and of all other
obligations or liabilities, including without limitation any IMPLIED WARRANTIES of
MERCHANTABILITY or FITNESS for a PARTICULAR PURPOSE. Except as provided in this warranty
the product is sold as is, where is.
 No other person or agent or distributor is authorised to modify this warranty, give any other warranty
on behalf of HamiltonJet or to assume for Hamilton Jet any other obligation or liability in connection
with the sale of its products.
 In the United States and Canada, some states and provinces do not allow limitations on duration of
an implied warranty, or the exclusion or limitation of incidental or consequential damages, so the
above limitations or exclusions may not apply to you. This limited warranty gives you specific legal
rights and you may also have other rights, which vary from state to state.
 In other countries outside the United States and Canada, you may have statutory rights which cannot be
affected or limited by the terms of this Warranty.
C.W.F. Hamilton & Co. Ltd. July 2005 [Rev H]
1-3
1-Introduction
Warranty and Ownership Registration Form

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

 PO Box 709, Christchurch,
 New Zealand.
 Fax, +64 3 348 6969
 Email, marketing@hamjet.co.nz
Hamilton Jet encourages the Distributor to take responsibility for ensuring the Purchaser and the
Distributor complete this form at the time of sale and return it to Hamilton Jet. Please complete one form
per vessel only.
Jet Model
Serial Number(s)
Delivery Date
Commissioning / In service Date
Vessel/Project
Purchaser
Address
Contact Name
Signed
Distributor
Address
Contact Name
Signed
Office Use Only
Logged By
Project Code
Date
1-4
1-Introduction
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.
This is indicated throughout this manual as shown below:
Caution:
A caution is an operation or maintenance procedure, practice condition or statement which, if not strictly
observed, could result in damage to, or destruction of equipment or loss of mission effectiveness.
Note:
A note contains additional information that will help clarify a procedure.
1-5
1-Introduction
1-6
2-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.
2-1
HamiltonJet pioneered the commercial development of the modern waterjet system in the early 1950’s
Figure 1: Hamilton Quinnant Jet, Circa 1953
Today we have over 30,000 units in service world wide.

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

 A Coupling is mounted on the Mainshaft forward of the Bearing Housing.
 A variety of Couplings are available to suit different Driveshaft Flanges.
 The Driveshaft to the Waterjet connection must have axial and radial flexibility.
Impeller & Impeller Race

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

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

 The Overflow Preventer 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.
 It is attached to the top of the Intake around the outside of the Main Inspection Cover.
Forced Water Lubrication System (Optional Extra)

 Hamilton Jet Units are not fitted with a Forced Water Lubrication System as standard - this is an
optional extra.
 The Forced Water Lubrication System is only fitted to Jets where the water level can fall below the
centerline of the Mainshaft.
 Normally installed on the outer jets of a high deadrise, mono-hulled vessel with three or more jets.
 For installation and servicing information, refer to the Forced Water Lubrication System Manual.
Shaft Position Indicator Kit (Optional Extra)

 The Shaft Position Indicator Kit is used to help align the centreline of the engine or gearbox with the
centreline of the Mainshaft. The Kit mounts onto the Transition Duct before the rest of the Jet Unit is
mounted.
2-4
Figure 2: HM521 & 571 Main Components

1 Coupling 11 Steering Nozzle
2 Water Seal Inspection Cover 12 Transition Duct
3 Reverse Cylinder 13 Bearing Housing
4 Main Shaft 14 Water Seal
5 Overflow Preventer 15 Intake Screen
6 Impeller Race 16 Oil Cooler
7 Tailpipe 17 Intake
8 Reverse Duct 18 Transom Seal
9 Main Inspection Cover 19 Impeller
10 Nozzle Housing 20 Marine Bearing
2-5
2-6
3-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
Engine Location and Mounting .......................................................................... 3-13
3
Propulsion System Design

Jet Unit Selection.
Jet Unit selection is a complex task and C.W.F.Hamilton should be consulted for advice in all cases.
Hull Loads
The following data is for a standard Jet Unit fitted with steering and Reverse.
For jets with no steering or no reverse e.g. Boost Jets, the irrelevant data should be ignored.
All loads produced by the Jet Unit result from the difference in momentum between the incoming and
outgoing water. An exception is the torque load on the Stator Vanes, which remove the angular
momentum of the water stream from 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.
These loads have been estimated based on the assumptions that the Jet Unit is restrained:
 Radially at the Transom (Loads Lv and Ls).
 Axially and sideways at the base of the Transition Duct (Loads F And Ws)
 Vertically at the Transition Webs (Load Wv).
The following figure and tables give all relevant data for this Jet Unit.
3-1
3-Design Basics
Figure 3: Loads on Hull
A Ahead
B Reverse
C Steering
D Steering and Reverse
3-2
3-Design Basics
HM521 Dimensions
Description Symbol Units Value

Waterjet Angle a Degrees 0.0
Centreline Height H Meters 0.475
Mean Inlet Depth h Meters 0.12
Transom to Steering Ds Meters 0.92
Transom to Reverse Dr Meters 1.45
Transom to Base Centre Dw Meters 0.92
Centre to Reverse Arm Da Meters 0.34
HM521 Maximum Jet Unit Forces (Supporting Data)
Load Case
Description Symbol Units Ahead Reverse Steering Reverse & Steering
Design Power P kW 1200 1200 1200 1200

Vessel Speed V knot 40 25 40 25
Gross Thrust Tgf kN 80.1 - - -
Momentum Drag Td kN 45.5 26.9 - -
Reverse Thrust Tr kN - 43.4 - -
Steering Thrust Ts kN - - 34.5 30.9
Lift Component Tv kN - 20.3 - -
Horizontal Moment Ms kN.m - - 31.8 63.2

Vertical Moment M kN.m 43.5 12.0 - -
Static Power Ps kW 650 - - -
Static Thrust Tgs kN 44.2 - - -
HM521 Maximum Hull Reaction Forces
Load Case
Description Symbol Units Ahead Reverse Steering Reverse &
Steering
Axial Load in Bottom F kN 44.2 -70.3 - -
Side Load on Bottom Ws kN - - 34.5 68.7
Vertical Load in Webs Wv kN 47.3 13.1 - -
Side Load in Transom Ls kN - - 69.1 99.6
Vertical Load in Transom Lv kN 47.3 33.4 - -
For lower “Design Power” values, the "Hull Reaction Forces" can be adjusted by using the following
approximate equation:
Your Force = Kpr x “Listed Force”.
Where:
Your Design Power = Ydp
Listed Design Power = Ldp
3-3
3-Design Basics
Hull Design
Not all hull shapes are suitable for propulsion by waterjet. Guidelines on suitable hull shapes,
performance and engine matching is provided in the designers manual.
Mono Hulled Vessel

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

Jet Units may be fitted in catamaran and some trimaran hulls. Air can become trapped between the hulls
in these types of vessels and care must be taken to ensure that this trapped air does not enter the Jet Unit
intake(s).
This can be avoided if the hulls are deep in relation to the air tunnels so that the Jet Units sit well down
in the water.
When in the Ahead (Up) position, the Reverse Duct must not project beyond the sidewalls of a
catamaran or trimaran hull . This can cause substantial drag.
Consult with C.W.F. Hamilton & Co Ltd in all cases if Jet Units are proposed in these types of hull.
Figure 5: Multi Hull Design
Trim Tabs
If fitting Stainless Steel Trim Tabs Refer: "Precautions Against Corrosion" on Page 4-1.
When moving astern, Trim Tabs that are mounted alongside the Jet Unit, will interfere with the reverse
jetstream reducing thrust. Trim Tabs therefore must not be mounted beside the Jet Unit.
Trim Tabs may be mounted under the Jet Unit with any control equipment mounted on either side of the
Jet Unit.
The following diagram shows the maximum size and position of the Trim Tab that may be located under
the Jet Unit.
Contact Hamilton Jet if further details are required.
3-5
3-Design Basics
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
3-Design Basics
Drive Lines
Loads on Jet Unit Thrust Bearing
The Jet Unit Thrust Bearing accepts thrust loads from the Jet Unit to propel the craft. It should
not be subjected to excessive loads from other sources as described below:
 The Jet Thrust Bearing will not stand excessive radial loads caused by Adapters and Belt
Pulleys overhanging the Jet Coupling Flange.
 The Jet Thrust Bearing will not withstand excessive loads produced by rigid drivelines
which do not accommodate misalignment resulting from engine movement.
There is a limit to the Driveshaft weight that can be supported at the Jet Unit.
Requirements of the Driveline

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

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

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

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

Where the distance between the Gearbox Flange and the Coupling Flange exceeds the acceptable length
possible with a Cardan Shaft or a Double Element Flexible Coupling Assembly, then a Fixed Lineshaft
supported on Pedestal Bearings is recommended, using a short Cardan Shaft or Double Element Flexible
Coupling Assembly for connection to the Jet Unit.
If a TFC is not required between the Gearbox and the Lineshaft, then the Lineshaft can be directly
attached to the Gearbox Flange using normal propeller shafting criteria. The Gearbox should be
mounted rigidly to avoid misalignment.
3-9
3-Design Basics
Shaft Brake
If the vessel is operated with an engine and Jet Unit shut down, it could be possible for the Mainshaft of
that Jet Unit to rotate due to water flowing through the Jet Unit. This can lead to damage of the Thrust
Bearing and Gearbox.
This can occur in multi Jet Unit installations, or where the Jet Unit is used with other forms of propulsion.
C.W.F. Hamilton Ltd. should be consulted to determine if a Shaft Brake is required.
Universal Driveshaft Alignment

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

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

If X1 = X2 and both input and output axis meet at point P, then θ1 = θ
The best method of alignment is to mount pointers on both Jet Coupling (or output) Flange and Engine (or
input) Flange. The length of each pointer should be exactly the same and equal to half the nominal
distance between the two Flanges.
3-10
3-Design Basics
Figure 10: 'Z' Configuration Driveshaft
1 Jet Coupling Flange

2 Engine/Coupling Flange
3 Jet Mainshaft Axis
4 Engine /Gearbox Axis
'L' Axial distance between the universal driveshaft yokes
'Q' Offset
θ1 and θ2 must be equal.

Offset = L x Tanθ
Drivelines for Diesel Engines

A diesel engine installation will require the engine to be separately mounted from the Jet with a
Torsionally Flexible Coupling normally mounted at the Engine Flywheel. The Coupling needs to be
sufficiently flexible to ensure that the slow speed torsional vibration resonance point occurs below
engine idle RPM. This can only be determined by carrying out a Torsional Vibration Analysis on the
complete Driveline, Engine, Gearbox and Jet Unit.
Jet Coupling Flange Details

Refer: Drawing "HM52102002 Coupling Flange" on Page 11-4
Moments of Inertia
A Torsional Vibration Analysis must be carried out for the complete Driveline including Engine Flexible
Coupling, Gearbox, Driveshaft and Jet Rotational Assembly, especially where a Universal Driveshaft is
used without a torsionally resilient member or gearbox.
It is the responsibility of the boat builder to make sure this is done by either the Engine Manufacturer or
the Flexible Coupling Manufacturer.
The Moment of Inertia Data for the Jet Unit is provided so that a Torsional Vibration Analysis can be
done.
3-11
3-Design Basics
Mainshaft Dimensions
Figure 11: Mainshaft Dimensions
1 Mainshaft
2 Coupling
3 Impeller
4 Thrust Bearing
5 Marine Bearing
CoG Impeller Centre of Gravity
HM521 Mainshaft Dimensions

D1 335mm
D2 1362mm
D3 330mm
D4 125mm
D5 1376mm
D6 145mm
Item Type Mass (kg) Polar Mol (kg.m²)

1 Mainshaft Ø105 137 0.189
2 Coupling Ø225 19 0.11
Ø250 22.5 0.14
Jaure MTD100 22 0.14
3 Impeller, 6 Blade (Dry) 71.7 1.7
Critical Speed of Mainshaft
C.W.F. Hamilton & Co. Ltd. must be consulted when calculating the critical speed of the Jet
Mainshaft
The heavier splined end of the Universal Driveshaft should be fitted towards the Engine.
If a heavy Driveline is used then a Transverse Vibrational Analysis of the Jet Mainshaft should also be
carried out.
3-12
3-Design Basics
Engine Location and Mounting

Engines should be positioned to give the craft the most suitable fore and aft trim for the proposed boat
speed.
For semi-planing and moderate planing speed craft, the engine(s) should be positioned well forward
towards amidships for best trim and speed.
For very high speed vessels the engine(s) should be positioned aft, close to the Jet Unit, to obtain best
trim and speed.
Follow the Boat Designers recommendations or consult C.W.F. Hamilton & Co Ltd.
Engine Speed Limits

Continuous operation of the Jet Unit at excessive Mainshaft speeds can lead to cavitation damage of the
Impeller. The maximum allowable speed depends on the Vessel speed. Use the following diagram to
determine the limits for your Vessel.
Figure 12: HM521 Jet Mainshaft Speed Limits
Determine which power/RPM curve applies to your vessel (according to impeller type used).
Use the Gearbox curves to determine the Mainshaft speed on the power/RPM graph,
according to your engine speed and gearbox ration.
3-13
3-Design Basics
Power / RPM Curves

The Impeller absorbs a fixed amount of power at any given Mainshaft RPM, irrespective of the vessel
speed.
the graph shows the power adsorption of several types of Impeller.
Use the Graphs to:
 Select the correct engine to drive the jet unit.
 Allow engine speed to be calculated based on % power output.
 Allow engine power to be calculated from engine speed.
3-14
4-Precautions Against Corrosion
4 - Precautions Against Corrosion
In This Section
General ............................................................................................................. 4-1

Shore Connections ............................................................................................ 4-2
Earth Bonding System ........................................................................................ 4-3
Corrosion Monitor ............................................................................................. 4-3
Trim Tabs and Other Submerged Fittings ........................................................... 4-3
Earth Connections for Electronic Equipment ...................................................... 4-4
Anodes .............................................................................................................. 4-4
Anti Fouling Paint .............................................................................................. 4-5
Anti-Seize Compound ....................................................................................... 4-5
Impressed Current Protection............................................................................. 4-5
Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls ........................................ 4-5
4
General
Refer: Drawing "85114 Earth Bonding System" on Page 11-37
Refer: Drawing "HM00013001 Corrosion Monitor" on Page 11-27
Prevention of Corrosion.
Vessels using Hamilton Jet Units must be bonded and wired as described in this section.
Electrical Wiring System
The guidance of local inspecting authority rules must always be sought
4-1
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.
Further information (including circuit diagrams) can be found in American Boat and Yacht Council
(ABYC) publication E-11 AC and DC Electrical Systems on Boats.
Using a Galvanic Isolator

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

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

When 2 dissimilar metals are electrically connected and submerged in seawater, then galvanic corrosion
can occur.
If a large stainless steel fitting (such as a Trim Tab) is electrically connected to the Jet, then the corrosion
protection of the Jet Unit will be compromised.
In order to ensure adequate corrosion protection for the Jet, stainless steel Trim Tabs should be fully
painted or electrically isolated from the Jet Unit, or preferably both. Normally an anode would be fitted
to the Trim Tab to provide corrosion protection to the Tab. Trim Tabs made of aluminium will not affect
the jet corrosion protection.
Earth Connections for Electronic Equipment

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

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

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

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

For Steel hulls and Carbon Fibre reinforced F.R.P Hulls, the Jet Unit must be electrically
insulated from the Hull.
An Insulating Kit is supplied with the Jet Unit for Steel Installations.
For Carbon Fibre Reinforced Hulls, an alternative reinforcing fibre (such as glass) must be used in the
area where the Jet Unit is mounted to ensure that Carbon Fibre does not contact the Jet Unit or Fasteners.
Earth Bonding System (Not Normally Current Conducting)

If a Negative Earth System is used on the vessel, it Must Not be connected to the Jet Unit.
Each part of the vessel electrical system should use two wires, a positive and a negative.
With electrical auxiliary equipment installation be guided by your electrician. Do not earth electrical
equipment to the Jet Unit, but to a separate earth.
Checking the Insulation

The insulation between the Jet Unit(s) and the Steel Hull should be regularly checked.
With the Vessel out of the Water
 Rinse the sea salt from the Jet/Hull area using fresh water.
 The resistance between the Jet Unit(s) and the Hull should be 1000 ohms or greater.
With the Vessel in the Water
For Steel Hulls:
 Place a silver / silver chloride half cell in the sea water.
 Connected the half cell to the ‘common’ of a digital Voltmeter (set to read 0 to 2000 mV).
 Connect the ‘positive’ terminal of the Voltmeter to the hull and note the reading.
 Repeat with the ‘positive’ terminal of the Voltmeter connected to the Jet Unit(s) body.
 Place a large anode in the sea water and electrically connect the hull to the anode.
 Repeat the Voltmeter readings.
 If Jet Unit(s) is insulated from the hull, the mV readings for the Jet Unit(s) should not change.
 The mV readings for the hull should be more negative (e.g. If the reading is -800mV without the
anode connected then with the anode connected the reading should be approx. -850mV).
 This test can also be carried out with a Corrosion Monitor if fitted.
4-6
5-Installation
5 - Installation
In This Section
Basic Installation Method .................................................................................. 5-1

Hull Preparation ................................................................................................ 5-2
Equipment Preparation ...................................................................................... 5-5
Mounting the Jet Unit ........................................................................................ 5-6
Final Assembly .................................................................................................. 5-7
Driveline and Engine Installation ....................................................................... 5-8
5
Basic Installation Method
Make sure that the Engine Cooling Water Pick up is not directly ahead of the Jet Unit Intake,
but well to the side to avoid turbulent water flow into the Jet.
Before using any Loctite® product, please read and understand the Loctite® Application
Guide Refer: "Loctite Application Guide" on Page 10-3.
When using Marine Sealant, make sure all components are bolted and tightened within 2
hours of application.
Once fitted, the Transition Duct becomes part of the Hull structure.
It is the designers responsibility to be satisfied that the strength of attachments and the
integrity of this area is in accordance with Hull design criteria and any Classification Society
or other Marine Authority involved
Installing the Intake Block - GRP Hulls
An LM6 grade Aluminium Intake block is supplied ready to mould and bolt into the bottom of the hull.
For Carbon Fibre reinforced hulls:

Use non conductive reinforcing fibre at the intake block and transom plate to electrically isolate
the Jet Unit from the hull.
Electrical connection between the carbon fibre hull and the jet unit will cause Jet corrosion.
5-1
5-Installation
Figure 13: HM521/HM571 Installation Details
5-2
5-Installation
Hull Preparation
The hull is constructed with openings cut in the bottom to allow the Transition Ducts to be fitted.
Hull frames should be cut away as required.
The Central Longitudinal and Keel Plate Strip should be in position before the Ducts are installed.
The Transom should be in place before installation of the Ducts.
In Multiple Jet installations, the Jet Units may have been configured for either Port,
Starboard or Centre mounting. Make sure each Jet is installed in the correct position as
shown on the Installation Drawing.
Transition Duct
Description
The Hull Intake for the Jet Unit is formed by the Transition Duct, which is welded into an opening made
in the Hull bottom. The Transition Duct also locates the Jet Unit and transmits propulsive loads into the
Hull.
The Transition Duct consists of a flange and cutwater cast in LM6 aluminium which is welded to marine
grade aluminium plate Type 5086 of 12mm thickness.
The Transition Duct base flange is supplied oversize for the boat builder to trim to the desired size before
welding to a prepared hole in the Hull bottom. The Base Flange transmits most of the longitudinal loads
into the Hull.
To transmit transverse and vertical loads, lateral webs are provided to which gusset plates from the
adjacent longitudinal bearer are welded or bolted, as shown on the Installation Drawing. The Hull
designer may add additional attachment points if required.
Once fitted, the Transition Duct becomes an integral part of the Hull and is not removed when servicing
the Jet Unit.
Location of the Transition Ducts

Refer: Drawing "HM52108000 Installation Group Detailed Match Marking" on Page 11-21
The Transition Ducts are marked to identify their location in the Vessel. The Installation drawing
describes the Transition Duct markings and how they must be assembled.
Attach to the Hull

Follow the notes on the drawing, but also refer to the following additional notes:
5-3
5-Installation
Figure 14: Aligning the Transition Duct
The Transition Ducts are welded to holes cut into the hull bottom.
Transition Ducts can be marked with centres corresponding to:
 The Intake opening centreline (L1)
 The Duct centre line (L2)
 The Transom Backing Plate (L3)
(Not all Transition Ducts are marked with all centre lines).
The Transition Duct can be aligned using these centre lines.
 Before installation, remove the screen from the bottom of the Transition Duct.
 If the Jet Unit is centrally mounted the area ahead of the Transition Duct must be faired in gently to
the hull keel. Provide a triangular shaped area running forward at a slope of no more than 5° to the
Transition Duct base flange. [A]
 It is important that there is no step at the forward end of the Transition Duct. Contours from hull to
Transition Duct should be smooth with no steps or protrusions greater than 2 mm.
 The base flange of the duct may be trimmed if desired (see drawing) and the forward corners
rounded. In all cases the hole cut out in the bottom plating must match the base flange shape with
minimal clearance.
 The Transition Duct base is butt welded flush with the underside of the hull bottom as shown on the
drawing. The protruding weld bead on the underside must be as small as possible especially at the
forward end.
 Where the hull bottom is warped the bottom plating may be bent up to meet the base or fillet plates
may be welded in to fill the gap at the sides.
 There are webs (A, B, & C) provided on the duct which must be attached by gussets to the nearest
longitudinal frame. Web "D" illustrates a optional web added by the hull designer.
 The bracing of the Transition Duct and strength of the transom must be sufficient to carry the loads
imposed by the Jet Unit on the hull. In general the spacing of transverse frames is not to be less than
that required for the adjacent hull.
Transom Seal
The Transom Seal comprises the Transom Plate, which is bolted and sealed to the Vessel Transom. The
Transom Plate houses a flexible Transom Seal which is compressed by the Header Ring to contract and
seal around the Jet Unit after mounting on the Transition Duct.
5-4
5-Installation
Transom Preparation
The Transom can be formed by either:

Constructing the whole Transom at the required angle.
"OR"
Cutting the required area out of the Transom, re-positioning at the required angle (90° +/- 1°) and then
re-welding, with suitably shaped packing plates, back to the Transom.
Follow the notes on the installation drawing, also refer to the following additional information:
 If the Transom has a section with a modified angle to suit the Transom Plate this section should be
fitted with frames all round to brace it.
 The Transom thickness between frames adjacent to the Jet Unit should be at least 10mm.
 A 16mm thick Backing Ring should be made as shown on the Installation Drawing and welded to the
inside of the Transom for the Transom Securing Bolts to secure to.
 Do not drill any holes into the Transom until the Jet Unit is finally fitted to the Transition Duct. The
Transom Plate can then be correctly located and used as a jig for the hole centres.
 The bracing of the transom must be sufficient to carry the loads imposed by the Jet Unit on the hull.
Equipment Preparation
To prevent mechanical damage and the entry of contamination, do not unpack the Jet Unit until it is
required for installation.
Unpack carefully to prevent damage and loss of small components.
Removing Steering and Reverse Components

The Jet Unit can be installed with the Steering and Reverse cylinders and related components attached .
However, it may aid installation if these components are removed Refer: "Reverse Duct Overhaul" on
Page 9-6, "Steering Assembly Removal and Overhaul" on Page 9-15.
Removing the Reverse Components

Refer: Drawing "HM52107004 Reverse Assembly" on Page 11-17
The Reverse Duct is shipped disconnected from the Jet Unit. It is not fitted until after the Jet Unit is
installed in the Vessel.
For re-fitting procedure Refer: "Reverse Duct Overhaul" on Page 9-6.
Reverse Cylinder and Mounting Plate

This must be unfastened from the Intake and moved inward to allow the Jet Unit to be inserted through
the hole in the Transom. Hydraulic hoses can remain connected to the Reverse Cylinder.
 Take care not to damage any controls equipment attached to the reverse Cylinder
 Remove the Split Pin [21], Clevis Pin [19] and Clevis Washers [20] from the inboard Clevis [22].
 To remove the Mounting Plate [44] and Reverse Cylinder assembly from the Intake pads, unscrew
the Nuts [3] and Spring Washers [2]. Take care not to lose the 2 locating Dowel Pins [43] fitted to the
Intake.
 Move the Mounting Plate and Reverse Cylinder assembly inboard as far as possible. Temporarily
secure the Mounting Plate and Reverse Cylinder.
Removing Other Parts

Impeller Race Anode.
This is located on the underside of the Impeller Race. To remove the Impeller Race Anode.
5-5
5-Installation
Mounting the Jet Unit

In Multiple Jet installations, the Jet Units may have been configured for either Port,
Starboard or Centre mounting. Make sure each Jet is installed in the correct position as
shown on the Installation Drawing.
Transition Duct
Fit 12 Studs [4] to the Transition Duct Flange [1] using Loctite 263 or equivalent and torque load to the
recommended torque.
Fit 2 Dowels [3] to the Transition Duct flange using Loctite 263 or equivalent.
Jet Unit Intake

Fit the remaining 12 Studs [4] to the Intake using Loctite 263 or equivalent and torque load to the
recommended torque.
Transom Seal
Loosen, but do not remove the Nuts [20] holding the Header Ring [17] in place against the Transom Seal
[18].
Slide the Transom Plate [16] rearwards about 100mm.
Jet Unit
Do not hoist the jet unit using a 2 legged sling attached to the Tailpipe and Bearing Housing
attachment points as this sling will foul on the Transom Plate. Two separate slings and hoisting
equipment should be used to hoist the complete Jet Unit.
Lifting Point(s) on the Jet Unit Tailpipe, Impeller Race and Bearing housing are to be used ONLY
for the lifting of these individual components during fitting and removal to and from the Jet Unit.
Under no circumstances are these lifting points to be used for the hoisting of the complete jet
unit.
 Lift the Jet Unit in accordance with the current Lifting and Hoisting Regulations using an approved
lifting sling attached around the Tailpipe and a separate sling attached around the Bearing Housing.
 An additional sling should be placed around the Intake body near the centre of gravity to give
additional support.
 Ensure that the lifting slings are not fouling on the Reverse or Steering Cylinders which could be
damaged.
 Ensure that the Sling attached to the Tailpipe does not foul on the Transom Plate during hoisting
operations.
 Feed the Jet Unit forward through the transom hole and then fit the Transom Backing Plate loosely
over the Intake.
 Arrange lifting equipment inside the Hull to support the Bearing Housing end of the Jet Unit.
 Smear Marine Sealant over the entire face of the Transition Duct Flange.
 Move the Jet Unit forward until the Intake Flange lines up with the flange on the Transition Duct.
Take care not to damage any steering components.
 Lower the Intake carefully over the Studs and engage the two locating Dowels. Keep the two Flanges
parallel at all times when lowering.
 Place the Heavy Flat Washers, Spring Washers and Nuts over the "UP" facing Studs and partially
tighten.
 Repeat for the "Down" facing Studs and partially tighten Nuts.
 Tighten all Nuts evenly all round to the recommended torque.
 Remove the lifting equipment from inside the vessel.
If work is being carried out on the vessel, place a protective cover over the jet unit to prevent dust
and swarf etc. from damaging the hydraulic control equipment.
5-6
5-Installation
Mounting the Transom Plate

 Slide the Transom Plate [16] up to the Transom and rotate the Transom Plate on the Intake so that the
top is parallel to the Transition Duct base flange to within 3 mm at maximum width.
This ensures the hole for the Reverse Duct Push Rod is correctly aligned with the Jet Unit.
 Drill 26 holes, 13 diameter through in the Transom using the Transom Plate as a template, as shown
on the drawing. A hardened sleeve should be used to centralise the drill in the holes.
 Smear the Transom-to-Transom Plate attachment holes with Marine Sealant [15].
 Smear the Transom-to-Transom Plate interface with Marine Sealant [15].
 Fit the Flat Washer [11] to the Bolts [6] prior to fitting the Bolts to the Transom.
 Ensure that the holes in the Transom Plate and the Transom are liberally coated with Marine Sealant
[15] before fitting the Bolts [6].
 From the Tailpipe end of the Jet Unit, slide the Transom Plate up the Jet Unit and over the Reverse
Cylinder.
 Attach the Transom Plate to the Transom with Bolts [6], (Fit the bolt heads outside the hull), Nuts [8]
and Spring Washers [13].ensuring that the Flat Washers [11] are fitted to the outside faces of both the
Transom Plate and the Transom.
 Ensure that the Transom Plate is correctly located over the Impeller Race.
 Tighten the Nuts [8] and Bolts [6] evenly around the Transom Plate. Torque load to the correct
torque.
 Fit the Seal Ring [18] onto the Studs [19] fitted to the Transom Plate [16].
 Fit the Header Ring [17] over Studs [19] and secure with Spring Washers [21] and Nuts [20].
 Tighten the Header Ring Nuts [20] incrementally, working progressively around the Header Ring
[17] until all nuts reach the recommended torque.
Final Assembly
The following components can now be fitted:
Steering Components.
 Steering Cylinder (if removed)
 Nozzle, Nozzle Insert and Nozzle Housing
 Steering Linkages
 Steering Sender Units
Reverse Components.
 Reverse Cylinder (if removed)
 Reverse Duct
Overflow Preventer (if required)
Impeller Race Anodes.
Refer to the appropriate drawings and overhaul sections for instructions on refitting the above
components.
5-7
5-Installation
Spare V-Belts
Spare V-Belts can cause a potential hazard if not properly secured.

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

Engines should be positioned to give the craft the most suitable fore and aft trim for the proposed boat
speed.
For semi-planing and moderate planing speed craft, the engine(s) should be positioned well forward
towards amidships for best trim and speed.
For very high speed vessels the engine(s) should be positioned aft, close to the Jet Unit, to obtain best
trim and speed.
Follow the Boat Designers recommendations or consult C.W.F. Hamilton & Co Ltd.
Consult C.W.F. Hamilton & Co Ltd for an engineering check of driveline proposals.
It is the responsibility of the shipyard to ensure that the Driveshaft is installed according to
Driveline specifications and Jet requirements
The Driveline for a diesel engine installation will require a flexible Coupling normally mounted on the
engine flywheel. It is essential that the Coupling is sufficiently flexible to ensure that the slow speed
torsional vibration resonance point occurs below engine idle RPM. The engine manufacturer is required
to perform a torsional vibration analysis (TVA) of the driveline to calculate the torsional coupling
stiffness.
Mounting the Engine

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 it is transmitted from the Jet directly to the hull. Flexible engine
mounts will reduce vibration and noise but these must be used in conjunction with a Driveshaft System
which does not cause a radial or side load at the Jet Coupling as the engine moves.
Shaft Position Indicator Kit (Optional Extra)

Is used to align the centreline of the engine or gearbox with the Mainshaft of the Jet Unit.
The kit mounts onto the Transition Duct before the Jet Unit is mounted.
5-8
5-Installation
Engine Cooling
If a gearbox or clutch is fitted to the engine, a conventional hull water pick-up and
engine raw water pump must be used.
Ensure that the engine cooling water pick up is not directly ahead of the Jet Unit
Intake, but well to the side to avoid turbulent water flow into the Jet.
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.
Engine Systems
Follow the Manufacturer's recommendations for Engine Wiring, Instrumentation and Throttle Systems.
Exhaust Systems
Engine exhausts should not be located below the waterline near the Jet Units.
Engine exhausts should be sited above the waterline.
Water containing exhaust gases can enter the Jet Unit when moving astern causing loss of thrust and
control.
The Exhaust System can be any conventional system approved by the Engine Manufacturer.
Figure 15: Exhaust System Layout
1 Exhaust Outlets 4 Chine

2 Exhaust Gases 5 Keel
3 Water Flow
Governor Settings
The “No Load” governor setting (or “High Idle”) on diesel engines, should be set well clear of the full
throttle R.P.M. achieved when driving the Jet Unit so that there is no chance of the governor reducing
power (and performance) at full throttle. To check, select neutral and open the throttle fully. Measure
RPM, using a calibrated Hand Tachometer.
If no Gearbox is fitted then disconnect the Driveline at the Engine Flywheel and check RPM.
Example:
If the maximum RPM for driving the Jet Unit is 2800 RPM, then the governor should not begin to operate
until at least 2850 RPM. On most diesel engines this means the “No Load Governor Setting” (or “High
Idle”) should be at least 3050 RPM.(i.e. 250 RPM higher than the loaded maximum RPM).
Ensure that the low idle RPM is set high enough to avoid any vibration in the Driveline. Extensive idling
with the Driveline vibrating may damage the Jet Unit.
5-9
5-Installation
Installation Checks for the Jet Unit

After installation, the following checks must be done to ensure correct installation.
All Cylinder Shafts are protected with spiral wrap during shipping.
Make sure the wrap is removed before first operation.
Carefully inspect all Hydraulic Cylinder Shafts and Pushrods for scratches, paint, weld splatter,
dirt or any other contamination.
These Shafts should be perfectly clean before the Hydraulics are used to prevent damage to
the Seals.
Anti Fouling Paints

HJ274 to HJ364 jet models have an optional paint finish: grey gloss or antifoul. HJ403 and
larger are available with the antifoul finish only.
Additional coats of antifoul must be applied to the Jet Unit, typically within two weeks of the
launch of the Vessel.
The supplied antifoul coating will require light abrasion and cleaning prior to further
application of antifoul Refer: "Application of Antifoul to New Jets" on Page 5-11.
Jet Unit Mounting

Check the following:
 The Transition Duct is faired to the hull bottom. Contours should be smooth with no steps or
protrusions greater than 2 mm.
 There are no flow obstructions forward of the Intake Block. Refer: Figure "Mono Hull Design" on
Page 3-4
 Check for distortion or gaps between the Transition Duct and the Intake Base Flange.
 The sealant between the Transition Duct and the Jet Intake Flange has not squeezed out into the
water passage. Trim off any excess sealant if necessary.
 Check the Transom Plate Seal is correctly located and secured. (Do not over tighten). If two people
are available and the vessel is indoors, a strong light may be used to check the fit of the transom
cutout and seal.
 The engine exhausts are above the expected waterline or well clear of the Water Jets.
 The hull Trim Tabs (if fitted) will not interrupt reverse flow from the Water Jets.
Jet Unit, General

 Ensure that the Impeller is fitted to match the engine rating. The Impeller part number (Stamped on
the Impeller Hub) can be viewed through the Main Inspection Cover.
 If applying Antifoul to the wetted surfaces of the Jet Unit, make sure that it is compatible with
aluminium (i.e. not copper based).
 All Inspection Cover O-Rings and Gaskets are correctly located, greased and that the securing Nuts
are tightened to the recommended torque.
 Internal and external anodes are in place and have not been painted over.
 The correct dipsticks are fitted to the Bearing Housings for the different deadrise angles and that the
oil levels in the Bearing Housings are correct.
 The Steering Linkage Rod Ends and Clevises are aligned in the same plane.
 Any water offtake connections (if fitted) are correctly fitted and secured, unused water offtakes are
correctly plugged.
5-10
5-Installation
Application of Antifoul to New Jets

HJ274 to HJ364 Jet Models have an optional paint finish: Grey Gloss or Antifoul. HJ403 and larger are
available with the Antifoul finish only.
The Grey Gloss finish is intended for vessels that are not continually afloat, for example trailered boats. It
is not intended that Antifoul paint is applied directly over the Grey Gloss paint, since the Antifoul will not
adhere.
For the Antifoul finish, the wetted surfaces of the Jet Unit, excluding the Impeller, Wear Ring and
Mainshaft, are finished ex-factory with black coloured International Paints Trilux Antifoul. After a few
weeks in air the Antifoul starts to oxidise and lose fouling prevention effectiveness. Prior to launch of the
vessel one of the following processes should be followed:
 Restore the Antifoul effectiveness by wet sanding or abrading the surface using abrasive hand pads
(Scotch-Brite),
or,
 Apply additional coats of Antifoul:
 Degrease (with a water soluble degreaser) and
 Wet sand or abrade the Antifouled surface using abrasive hand pads (Scotch-Brite)
 Apply additional coats of Antifoul. Up to three layers of Trilux Antifoul may be applied; any further
coats do not offer better Antifoul protection. Masking of the Jet Impeller and Mainshaft is optional
since it is OK for overspray to coat the Mainshaft and Impeller.
The factory application of Antifoul is a single coat. To provide optimal effectiveness and duration of
antifouling, the application of additional coats is recommended.
Drive Shaft
It is recommended that the Driveshaft is inspected by a qualified Driveline Specialist.

 Make sure that the Driveline details have been checked and approved by CWF Hamilton & Co Ltd.
On universal joint drive shafts:-
 Yoke offset angles are in the same plane, are equal and <5º.
 Yokes are in the same plane.
On line Shafts supported by bearings:-
 Support bearings are aligned with the engine flywheel.
 Outer support bearings are positioned close to the end couplings.
5-11
5-Installation
5-12
6-Commissioning
6 - Commissioning
In This Section
Pre-Launch Checks ............................................................................................ 6-1

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

HJ274 to HJ364 jet models have an optional paint finish: grey gloss or antifoul. HJ403 and larger
are available with the antifoul finish only.
Additional coats of antifoul must be applied to the Jet Unit, typically within two weeks of the
launch of the Vessel.
The supplied antifoul coating will require light abrasion and cleaning prior to further application
of antifoul Refer: "Application of Antifoul to New Jets" on Page 5-11.
Make sure all Inspection Covers are securely fitted.

For Steel Hulls, make sure the insulation between the Jet Unit and the vessel Hull > 1000 Ohms.
6-1
6-Commissioning
Post Launch Checks

Before starting the engines make sure that:
 There are no water leaks:
 At the Transom.
 At the Intake Base.
 From under the Bearing Housing (Water Seal leak).
 The correct Dipsticks are fitted and that the oil grade and level in the Bearing Housings are correct.
(Dipstick length is dependent on the deadrise angle of the Jet Unit). Refer: Drawing "HM52105000
Jet Dipstick Options" on Page 11-6
 The waterline is at least up to the Mainshaft centreline so the Jet Unit will prime (pump water
properly) when the engine is started.
 The vessel is securely moored fore and aft and located in deep clean water.
Engine Running Checks (Vessel Moored)

The Marine Water Bearing must operate wet. Do Not operate the Jet Unit with the vessel out of
the water, or with the vessel ballasted such that the Jet Unit does not prime (pump water
properly) when the engine is started.
 Make sure that the vessel is securely moored fore and aft, in deep water.
 With the Reverse Lever set to “Zero Speed”, the engine(s) may be started and the engine suppliers
representatives can carry out engine checks.
 If the engine cooling water is taken from the Jet Unit Water Offtake, confirm that water is passing out
of the engine Exhaust Outlets, where possible. Periodically check that the engine is running at the
correct operating temperature as this ensures that the engine is receiving sufficient water from the Jet
Unit Water Offtake. Check that the Cooling Water Hoses are secure.
Failure to check Cooling Water Hoses may result in flooding of the vessel.
 Check for water leaks around the Jet Unit while the engine is running particularly under the Bearing
Housing (Mainshaft Water Seal).
 Check that the Jet Unit and Driveshaft are running smoothly (no vibration).
 Periodically check the Bearing Housing temperature. The Bearing Housing operating temperature
should not exceed 80º C.
 Check that the Reverse Controls are working by monitoring the Reverse Duct position while moving
the Reverse Control Lever(s).
 Check that the Steering Controls are working by monitoring the Steering Nozzle position while
moving the Helm (Check that port helm gives Port Nozzle deflection, and that all Nozzles are
steering in the same direction.
 Check that the steering travel is limited by the Steering Cylinder and not the Steering Linkage
 After stopping the engines, check the Hydraulic System oil level and refill if required.
6-2
6-Commissioning
Vessel Speed And Handling Trials

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

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

 Change Bearing Housing oil and Oil Filter (Where fitted) after the first 5 hours of operation.
 Hydraulic Hoses, check for leaks or damage.
 Make sure that all important information recorded during trials is stored for later reference.
 Check for water leaks around the Jet Unit especially at the Transom at the Intake Block and under the
Bearing Housing (Water Seal leaks).
 For Steel Hulls check that the insulation resistance between the Jet Unit and the hull of the vessel >
1000 Ohms.
6-3
6-Commissioning
6-4
7-Fault Finding
7 - Fault Finding
In This Section
System Faults ..................................................................................................... 7-1

Jet Unit Faults .................................................................................................... 7-1
Reverse System Faults ........................................................................................ 7-3
Steering System Faults ....................................................................................... 7-5
7
System Faults
The following pages contain solutions to faults that could occur and some possible solutions:
 Locate a symptom similar to that experienced.
 Try each solution, starting with the simplest until the fault is found.
 For further information refer to the pages indicated.
Jet Unit Faults

Engine RPM increases suddenly
Possible Cause Solution
Blockage in the Jet Unit Remove the blockage
Refer: "Blockages (Debris in the Jet Unit)" on Page 10-45
Water leaking from under the Bearing Housing

Faulty Water Seal Inspect and replace the Water Seal
Refer: "Water Seal Replacement" on Page 9-31
7-1
7-Fault Finding
Loud high pitched ratting whine

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

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

Worn or blunt Impeller Inspect and repair Impeller
Excessive Impeller tip clearance
Refer: "Impeller Blades:" on Page 8-12, "Impeller Check for Wear and Damage:" on Page 8-12
Engine RPM decreases

Problems with the engine Investigate engine operation
Refer: Engine Manufacturers Manual
Sudden increase in vibration from the Jet Unit

Debris stuck in Impeller Remove debris
Refer: "Blockages (Debris in the Jet Unit)" on Page 10-45
Gradual increase in vibration from the Jet Unit

Worn Driveshaft Joints Inspect and repair as necessary
Worn Marine Bearing Inspect and repair as necessary
Refer: Driveshaft Manufacturers documentation
Refer: "Marine Bearing - Inspect:" on Page 8-12
7-2
7-Fault Finding
Low engine RPM

Problem with engine Investigate engine operation
Incorrect Impeller and Nozzle Insert selection Contact C.W.F.Hamilton Ltd
Refer: Engine Manufacturers Manual
Refer: Drawing "HM52103002 Impeller Options" on Page 11-5
Thrust Bearing excessively hot

Thrust Bearing failure Overhaul/replace Thrust Bearing
Water Seal failure Replace Water Seal
Refer: "Bearing Housing Assembly overhaul" on Page 9-28
Rapid Anode Deletion

Water Pollution. (Anodes will be consumed at a Inspect Anodes at more regular intervals.
quicker rate than normal).
Bent or loose linkages Check for bent or loose linkages.
Check for stray currents Use an Isolation Transformer or Galvanic
(e.g. Through shore power connections).t Isolator to the vessel electrical system.
Insufficient Hull Anodes. Fit extra Anodes to the vessel hull.

Refer: "Anodes" on Page 4-4
Refer: Drawing "HM52113002 Anode Location" on Page 11-28
Bearing Housing Excessively Hot

Thrust Bearing or Water Seal Overhaul the Bearing Housing and/or
failure. replace the Water Seal.
Refer: "Bearing Housing Assembly overhaul" on Page 9-28
Reverse System Faults

Reverse Duct creeping down from the up position
Reverse Cylinder Hose leaking Overhaul the Reverse Cylinder
Reverse Cylinder Seal failure Overhaul the Reverse Cylinder
Refer: the Controls Manual for Reverse Cylinder Hose information
Refer: "Reverse Cylinder Overhaul" on Page 9-8
Oil leaking from the Reverse Cylinder Mainshaft

Seal failure in the Backhead Overhaul the Reverse Cylinder
7-3
7-Fault Finding
Oil leaking from the Reverse Cylinder Compensator

Seal failure in the Fronthead Overhaul the Reverse Cylinder
Oil leaking from around the Reverse Cylinder/Backhead Interface

Reverse Cylinder Seal failure Overhaul the Reverse Cylinder
Check if End Cap is secure Overhaul the Reverse Cylinder
Oil leaking from Nipple

Damaged hose connections to Nipple Check hoses and replace if damaged
Reverse Cylinder Seal failure Remove the Nipple and replace the Bonded Seal
Water Leaking in Past the Gland Housing

Check to see if Gland Housing is secure Re-tighten Gland Housing to Transom Plate
Gland Housing seal failure Overhaul the Gland Housing

Refer: "Reverse Pushrod Assembly Overhaul" on Page 9-10
Poor reverse thrust

Reverse Duct not travelling fully down Determine the reason and correct
Reverse Duct flow is being ingested into the Intake Determine the reason and correct
Trim Tabs interfering with the reverse flow Check dimensions of Trim Tabs
Engine exhaust being ingested into the Intake Reposition engine exhausts to above the water line
Refer: "Trim Tabs" on Page 3-5, "Engine Cooling" on Page 5-9, "Exhaust Systems" on Page 5-9
Poor forward thrust

Reverse Duct not travelling fully up Determine the reason and correct
Refer: "Reverse Duct Overhaul" on Page 9-6, "Reverse Duct Overhaul" on Page 9-6
7-4
7-Fault Finding
Reverse Mechanism Stiff to Operate

Gland Housing worn or loose. Check security of attachment of the Gland
Housing to the Transom Plate.
Overhaul the Gland Housing.
Reverse Cylinder MainShaft bent or damaged Overhaul the Reverse Cylinder
Corrosion Buildup around the Reverse Cylinder Clean corrosion and overhaul
Mainshaft, Rod ends or Gland Housing components where required
Refer: "Reverse Duct Overhaul" on Page 9-6
Steering System Faults

Steering stiff at Helm
Grit jamming Nozzle Move Nozzle from side to side to release grit
Flush Nozzle with water
Remove Nozzle from Nozzle Housing and check Spacers and
Washers for wear and damage. Replace as necessary.
Helm Wheel stiff Check, rectify and lubricate as necessary.
Steering Linkages stiff to move Check movement of Steering Linkages and clearance on
Steering Bushes. Check alignment of the Clevis and Rod Ends in
the Steering Linkages to ensure that they are all in the same
plane.
Grit between Nozzle Flanged Bushes and Nozzle Remove Pivot Pins, Flanged Bushes and Spacing Washers.
Spacing Washers Check for wear.
Also check Seal Ring for wear and damage.
Replace with new parts as necessary.
Steering Crank Shaft or Steering Crank worn or loose. Check the Steering Crank Shaft and Steering Crank for wear.
Replace or repair as necessary.
Corrosion build-up around the Steering Push Rod or Clean up Shaft. Remove Seal Bushes, clean out bores and refit
Steering Shaft Seal Bush. using Loctite.
Refer: "Steering Assembly Removal and Overhaul" on Page 9-15
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.
Steering Nozzle Pivot Pins loose or bent Tighten or replace Pivot Pins.
Steering Nozzle or Steering Housing deformed by Remove, rebuild or replace as necessary.
impact.
Refer: "Steering Assembly Removal and Overhaul" on Page 9-15
7-5
7-Fault Finding
Water leaking in past the Gland Housing

Check to see if Gland Housing is secure Re-tighten Gland Housing to Transom Plate
Gland Housing Seal failure Overhaul the Gland Housing
Refer: "Reverse Pushrod Assembly Overhaul" on Page 9-10
7-6
8-Maintenance
8 - Maintenance
In This Section
General ............................................................................................................. 8-1

Jet Surface Coating Procedure............................................................................ 8-2
Preservation (Pre Installation)............................................................................. 8-5
Preservation (Post Installation) ........................................................................... 8-6
Service Intervals ................................................................................................ 8-7
Jet Unit Servicing Details ................................................................................... 8-8
Tools ................................................................................................................. 8-13
Threaded Fasteners ............................................................................................ 8-14
Recommended Oils and Lubricants ................................................................... 8-14
General
The Jet Unit requires regular servicing as detailed in the following sections.
Vessel usage is assumed to be 2000 operational hours per year.
The frequency of the following service items may be varied to suit actual operating conditions.
The overhaul Section of this manual provides removal and refitting instructions for the various Jet Unit
components.
Inspection Covers
Extreme care is required whenever Inspection Covers are removed, as water may enter the vessel
through these openings.
Inspection Cover Nuts should not be fully removed until the Inspection Cover has been
loosened, so that if the water level is higher than expected, the Inspection Cover can be
re-secured.
Never leave Inspection Covers removed without continuous monitoring of the water levels.
Before Removing an Inspection Cover:-

 Stop all engines.
 Check that the static water level will be below the Intake Inspection Cover Lip.
 If the static water level is too high, ballast should be placed on the bow to raise the stern high
enough to allow the Intake Inspection Cover to be removed.
 Alternatively, an optional Hatch Extension/Overflow Preventer can be fitted 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.
8-1
8-Maintenance
Jet Surface Coating Procedure
Introduction and Scope

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

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

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

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

8-2
8-Maintenance
Maintenance of Jet Unit Paint

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

Aluminium
apply Epoxy apply Epoxy apply Epoxy

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

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

Intergard 263, Intergard 263, Intergard 263, or Intergard 263, or Intergard 263, or
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux 33 Trilux 33 Trilux 33 Trilux 33 Trilux 33

Stainless Steel
Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Grey Gloss
Steel and
System
Primer Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Grey Gloss Interfine 878 Interfine 878 Interfine 878 Interfine 878 Interfine 878
Steel and Stainless
Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Antifoul system
Antifoul Primer Interprotect, Interprotect, Interprotect, Interprotect, Interprotect,

Steel
Intergard 263, Intergard 263, Intergard 263, Intergard 263, Intergard 263,
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux 33 Trilux 33 Trilux 33 Trilux 33 Trilux 33
8-3
8-Maintenance
Bare Metal Refurbishment - Aluminium

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

The area of refurbishment and immediate surroundings should be degreased with a water soluble
degreaser and thoroughly rinsed off with clean water.
Abrasive blast the surface clean to achieve a finish to Sa 2.5 (or to equivalents - AS1627.4 Class 2.5,
NACE 2, SSPC – SP10). Feather the edges back 20-30mm onto sound substrate. Appropriate masking is
required to ensure that Aluminium Castings Pushrods, Bearings and Seals are not blasted and that blast
media does not contaminate Bearings, Bushes, and Seals.
Heavy or medium abrasive sweep blasting of aluminium castings will cause excessive material
loss from the casting. If sweep blasting is used it must be very light.
The surface should then be blown down or washed to remove blasting debris followed by a solvent wash
to leave the surface dry and clean. For repairs to Grey Gloss, mask the Grey Gloss since applying epoxy
primer over the Grey Gloss is not recommended
Within 4 hours (steel) or 1 hour (stainless steel) of abrasive blasting, a coat of Steel Surface Primer should
be applied to seal the surface. Apply the surface primer as per the manufacturer’s recommendations.
If filling is required to repair the surface, apply a suitable marine epoxy filler. Sand filler to blend surfaces
as required.
Apply primer coat to provide further corrosion protection and good adhesion of the top coat.
Proceed with "Application of Top Coats to Primed Surfaces"
Application of Topcoats to Primed Surfaces

Ensure the correct primer has been applied for the intended topcoat Refer to "Recommended Paint
System"
8-4
8-Maintenance
Ensure topcoat is applied within the minimum and maximum recoat times specified on the manufacturers
technical date sheet (TDS). For example in order to achieve good adhesion to Interprotect it is necessary
to apply Trilux Antifoul within 7 hours at 23°C. If the Epoxy Primer has been left too long prior to
application of Antifoul, it will be necessary to abrade the Epoxy Primer and apply a further coat of Epoxy
Primer.
If existing Grey Gloss areas had been masked for application of primer, then remove masking in
preparation for over-coating with Grey Gloss.
When hard, the repaired area can be blended to the surrounding surfaces with 120 grit wet and dry
sandpaper used wet. Once the surfaces are blended satisfactorily, wash area with clean water and allow
to dry.
Apply topcoat of Grey Gloss or Antifoul.
Anti fouling Paints

Application of Grey Gloss Over Existing Grey Gloss

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

New Jet Preservation:
Provide the following storage requirements to prevent damage or deterioration of the Jet Unit:
 Temperature must be between 10ºC and 40ºC and above the "dew point" (i.e. no condensation is
allowed to form).
 The Bearing Housing components should be coated with oil.
 Turn the Mainshaft 180º once a month.
 Completely fill the Bearing Housing with oil to keep the Bearings submerged. (particularly in cold
climates where rusting due to condensation could occur).
 Before using the Jet Unit, drain and refill the Bearing Housing with new oil.
Exposed steel parts (except for stainless steel).
 Protect from corrosion by coating with a thin layer of rust preventative oil or
wrap with oil impregnated corrosion protection tape.
Hydraulic Seals.
 To prevent hydraulic seals bonding to shafts, operate the steering and reverse cylinders every 3
months.
Loosen the by-pass valves (where fitted) to allow manual movement of the cylinders.
Loads on the Marine Bearing must be removed to prevent permanent distortion in one place.
 Fit and adjust the Mainshaft Support Tool to remove the load from the Marine Bearing.
 Make sure the Mainshaft Support Tool has been removed before use.
 Refit the Main Inspection Cover.
8-5
8-Maintenance
Preservation (Post Installation)

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

 Run the Jet Unit for a short time.
 Move the Reverse Duct and Steering Nozzle fully six times. Leave the Reverse Duct in the raised
position and the Steering Push Rod fully retracted.
8-6
8-Maintenance
Service Intervals
5000- Hours
1000 Hours
2000 Hours
1st 5 Hours
100 Hours
500 Hours
3 Months
Monthly
Daily
Item Actions
Internal Water Clear Blockages Refer: "Blockages (Debris in the
Path Jet Unit)" on Page 10-45
Bearing Housing Check Oil Refer: "Bearing Housing Oil,
Checking:" on Page 8-9
Bearing Housing Change Oil Refer: "Bearing Housing Oil,
Changing" on Page 8-9
Bearing Housing Change Oil Filter Refer Controls Manual
Water Seal Check for Leaks Refer: "Water Seal:" on Page

8-10
Anodes Check Condition Refer: "Anodes:" on Page 8-10, "Anode Replacement" on Page 9-4
Reverse Push Rods Lubricate Refer: "Reverse Push Rods" on
Page 8-11, "Reverse Pushrod
Assembly Overhaul" on Page
9-10
Reverse Cylinder & Check for leaks, Refer: "Reverse Cylinder and
Hoses Damage or Hoses:" on Page 8-11
Corrosion
Reverse Cylinder Grease Refer: "Reverse Cylinder
Shaft Overhaul" on Page 9-8
Steering Linkages Check Integrity Refer: "Steering Linkages:" on
Page 8-11
Steering Push Rod Lubricate Refer: "Steering Linkages:" on
& Linkages Page 8-11, "Steering Push Rod
and Linkages:" on Page 8-11
Steering Crank Pin Lubricate Refer: "Steering Crank Pin:" on
Page 8-11
Drive Shaft Lubricate Lubricate every 500hours or as recommended by the manufacturer
Complete Jet Unit Examine Repair as Refer: "Jet Unit" on Page 8-11
Necessary
Steel Hulls Insulation Checks Refer: "Checking the Insulation"
on Page 4-6
Servicing Intervals
Vessel usage is assumed to be 2000 operational hours per year.

The frequency of the following service items may be varied to suit actual operating conditions.
Examine the inside of the Jet Unit after the first 2000 hrs. operation and thereafter every 5000 hrs.
This examination should be done with the vessel out of the water.
8-7
8-Maintenance
Bearing Life Chart HM521 Jet Unit

Bearing RPM 1200 1300 1400 1500 1600
Main - Impeller Type 360 354023 205153 130163 80149 52143
Main - Impeller Type 280 458996 374647 170673 107786 75879
Daily "Pre Use" Servicing Checks

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

 Ensure that the water level is below the level of the Inspection Cover or Overflow Preventer before
opening Jet Inspection Hatches. Check via the Main Inspection Cover that they are clear of debris.
Inspection Covers
Extreme care is required whenever Inspection Covers are removed, as water may enter the
vessel through these openings.
re-secured.
Steering Hydraulic Oil Lines:

 Check for oil leaks, especially if oil has been added to a system.
Reverse Hydraulic Oil Lines:
 Check for oil leaks, especially if oil has been added to a system.
Position Indicator Sensors (If Applicable):
 Check for loose electrical connections and linkages.
Thrust Bearing Housing:
 Check for signs of water leaking from under the Thrust Bearing Housing. (Leaking Water Seal). If the
Water Seal is leaking it should be replaced as soon as possible otherwise water could contaminate
the Thrust Bearing oil causing corrosion and failure of the Thrust Bearing.
Thrust Bearing Oil:
Check Thrust Bearing oil level and condition:
 A small loss of oil is not critical, Seals and Sleeves should be changed when the vessel is next docked
for overhaul.
 If the oil is a milky white colour, water has contaminated the oil, probably caused by a faulty Water
Seal. Drain the Bearing Housing oil and flush with clean oil. Refill with specified oil and bleed the
system Refer: "Recommendations for Lubricants and Oils" on Page 10-33.
8-8
8-Maintenance
Jet Unit Servicing Details

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

Check for obstructions inside the Intake daily.
 Remove the Inspection Cover and check around the Impeller and Intake Screen for obstructions and
debris.
Bearing Housing Oil, Checking:

Check the level and condition of the oil Daily.
 If the oil level is low, check for oil leaks around the Bearing housing. This could indicate faulty oil
seals and the Bearing Housing will need overhauling. Refer: "Bearing Housing Assembly overhaul"
on Page 9-28.
 If the oil has turned a milky white colour, water has contaminated the oil. This could indicate a faulty
Water Seal in which case it must be replaced. Refer: "Water Seal Replacement" on Page 9-31
 Drain the Bearing Housing oil Refer: "Bearing Housing Oil, Changing" on Page 8-9.
 Flush out the Bearing Housing.
 Refill with new oil.
Bearing Housing Oil, Changing

Change after the first 5 hours of operation and then every 1000 hours (This period may be adjusted to
ensure oil and filter are changed before the oil deteriorates).
 Place a container large enough to hold all the oil, under the Drain Plug. For total oil volumes. Refer:
"Recommendations for Lubricants and Oils" on Page 10-33
The factory fitted Drain Plug can be replaced with a drain valve (Hamilton Part number 206794).
An Ø5/8" I.D hose can be connected to the end of the valve for more convenient drainage. Valve
206794 is not a standard scope of supply and should be ordered separately if required.
 Remove the Dipstick.

 Refit the Drain Plug (or close the Drain Valve).
 Refill the Bearing Housing through the Dipstick Hole, with the correct grade of oil. Refer:
"Recommendations for Lubricants and Oils" on Page 10-33
 Run the bearing oil circulation pump to ensure the bearing oil filter and cooler are filled with oil.
 Re-check and if necessary top up the oil level.
Do not block the drainage holes in the underside of the Bearing Housing as this may cause
water to contaminate the oil in the Bearing Housing, resulting in corrosion and eventual
failure of the Thrust Bearing.
8-9
8-Maintenance
Marine Bearing:
The wear should be checked when the Jet Unit is overhauled Refer: "Marine Bearing - Inspect:" on Page
8-12
Do not run the Jet Unit out of the water as this will damage the Marine Bearing and the Water
Seal.
Water Seal:
Check for water leaks daily
 Visually check for water leaks from under the Bearing Housing.
 If water is found, the Water Seal is faulty and should be replaced. ("Water Seal Replacement" on Page
9-31)
Anodes:
The Bonding System.
 Check for loose or corroded connections and test to ensure a low electrical resistance (less than 0.2
ohms.)
All Sacrificial Anodes.
 Replace when 2/3 corroded. Refer: "Anode Replacement" on Page 9-4
For vessels that are continually afloat, check the condition of external anodes every 3 months.
Rapid anode consumption may indicate shore connection problems (for more information on shore
connections Refer: "Shore Connections" on Page 4-2).
The condition of the jet external anodes is indicative of the condition of the jet internal anodes (assuming
anodes were all replaced at the same time) so if the external anodes require replacement (replace when
or before they are 2/3 corroded) then the internal anodes should also be replaced.
For trailer boats (and other vessels that are afloat only periodically) the anode consumption will be low
because the anodes are immersed only periodically.
For vessels operating in low salinity water (such as rivers and lakes) the anode consumption will be low
due to the low electrical conductivity of the water.
Cleaning Anodes
Anodes are typically all replaced at the vessels scheduled maintenance haul-out (typically annually).
However if the vessel is only afloat periodically (e.g. trailer boats) or operates in low salinity water then
anode consumption will be low. If it is expected that anodes will be less than 2/3 corroded at the
following maintenance haul-out, then the anodes may be cleaned rather than replaced.
Clean the anodes as follows:
Marine growth should be removed by water blasting.
If a hard scale layer forms on the anodes then they should be cleaned using a coarse aluminium oxide
sandpaper.
Sand anodes by hand or use an orbital, or disc sander.
Do not use a wire brush since this can cause metallic contamination of the Anode, making it
ineffective.
8-10
8-Maintenance
Reverse Cylinder and Hoses:

Check after the first 5 hours then monthly.
 Check for leaks, damage or corrosion. Methodically check the Reverse Cylinder and attached hoses
for any signs of oil leaks, damage or corrosion of the fittings. Repair as necessary. Refer to the
Controls Manual supplied with this Jet Unit for information on hose replacement.
Reverse Push Rods

Grease every 100 hours or monthly whichever comes first.
 Apply Marine Grease to the Grease Nipples located on the top of the Gland Housings
Steering C yli nder and H os es:
Check after the first 5 hours and then monthly.

 Check for leaks, damage or corrosion. Check the Steering Cylinder and attached hoses for any signs
of oil leaks, damage or corrosion of the fittings. Repair as necessary.
 Refer to the Controls Manual supplied with this Jet Unit for information on hose replacement.
Steering Linkages:
Visually Check Daily.
 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 and have a small amount of free
play. Refer: Drawing "HM52106005 Steering Assembly" on Page 11-8
Steering Push Rod and Linkages:

Grease every 3 months.
 Apply Marine Grease to the Steering Push Rod Nipple.
 Use a “Grease Needle” to grease the ball type rod ends.
Steering Crank Pin:

Lubricate Every Three Months.
 Apply lubricating oil to the top of the Steering Crank Pin and allow the oil to flow down into the
joint.
Driveshaft:
Lubricate every 500 operational hours. or to suit the manufacturers recommendations.
 Follow the manufacturer’s recommendations for the type of Driveshaft used.
8-11
8-Maintenance
Jet Unit
A complete examination of the Jet Unit should be done after the first 2000 hrs. operation and thereafter
every 5000 hrs.
This should be done with the vessel out of the water.
The Jet Unit may need to be dismantled to access some of its internal parts. Refer to the Overhaul section
for dismantling and reassembly procedures
Impeller Blades:
Check Clearance.
 Remove the Main Inspection Cover.
 Using Feeler Gauges, check the clearance between the tips of the Impeller Blades and the Wear Ring
at each side of the Impeller (not top and bottom).
Radial Clearance
New Min Clearance New Max Clearance Max Wear
0.78 1.23 2.17
Impeller Check for Wear and Damage:

Look for corrosion and damage on all surfaces.
Check the Impeller leading and trailing edges for damage.
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 Linkages Disconnect:

Check for worn or damaged bushes, rodends or pins etc.
Check Steering Nozzle and Nozzle Housing

Remove the Steering Nozzle and Nozzle Housing. Refer: "Nozzle Assembly Removal" on Page 9-16
Check the Steering Nozzle Pivot Bushes and Washers for wear and replace if required.
Tailpipe, Nozzle and Nozzle Housing

Check for corrosion damage or wear. Overhaul as required. Refer: "Tailpipe Area - Removal and
Overhaul" on Page 9-39
Marine Bearing - Inspect:

Check for Wear:
 Look for scoring or wear.
 If the Bearing is worn, it should be replaced.
 To check the Bearing for wear:
To check the Bearing for wear:
 Use the Mainshaft Support tool to lift the mainshaft from top to bottom.
 Measure the total movement at the Impeller Tips.
Do not apply too much force with the Support Tool as this will distort the rubber pads in the
Marine Bearing.
8-12
8-Maintenance
Diametrical Clearance
New Min Clearance New Max Clearance Max Wear Limit
0.1 0.39 0.9
Jet Unit Paintwork:

Refer: "Jet Surface Coating Procedure" on Page 8-2
The main body of the Jet Unit is constructed from Silicon-Aluminium alloy (LM6) which is resistant to
corrosion from salt water.
The castings are finished in a polyurethane paint. Periodic cleaning down, wire-brushing and repainting
may be necessary depending on water conditions, and extent of use.
When the vessel is on the slip, preferably annually, the complete Jet Unit should be inspected internally
and externally for faults, corrosion, or breakage's. Clean down and repaint the castings where necessary.
Anti fouling Paints

Refit Components:
Refit components as shown in the Overhaul Section.
Follow the recommendations in the Appendix for:
 Lubricants and Oils.
 Thread Tightening Torque's.
 Thread and Joint Locking.
Excessive Wear:
If excessive wear or damage has been found, then undertake appropriate overhaul as described in the
Overhaul Section. Schedule the next maintenance period to suit the conditions found during this
inspection, using the following guidelines:
 Decrease the time between each maintenance interval if the amount of dirt and sand in the water
increases.
 Increase the time between each maintenance interval if amount of dirt and sand in water decreases.
 Decrease interval if excessive wear was found in the Jet Unit internal inspection.
 Increase interval if minimal wear was found at the Jet Unit internal inspection.
8-13
8-Maintenance
Tools
The following tools are required for normal maintenance activities.
Tool Reqd Description

Torque Wrench ¾"sq./dr. Capacity up to 2700 N · m (2000 lbf · ft). (For Impeller
Nut, Coupling Nut and the Reverse Duct Pivot Pins).
Torque Wrench ½" sq./dr. Capacity up to 150 N · m (110 lbf · ft).
Ratchet, Torque Bar And Short ½" & 1" sq./ drive
Extension
Sockets A/F ½" sq./dr. 13mm, 19mm, 24mm
Sockets A/F 1" sq/dr. 38mm, 70mm
Spanners A/F. 1 x 9mm, 2 x 17mm, 1 x 24mm
Allen Keys. 6mm, 8mm.
Pliers - Long Nose
Mallet - Rubber Head
Adjustable Wrench 150mm and 300mm
Flat blade Screw Drivers Small Medium and Large
Grease Gun
Threaded Fasteners
Refer: "Threaded Fastener Tightening Torques" on Page 10-28
Tightening Torques
Ensure all threaded fasteners are tightened to the correct torque as shown in the
Appendix and any relevant assembly drawing.
Thread Locking Agents

Some fasteners require thread locking agents to prevent loosening.
 Most applications are described in the Loctite® Application Guide Refer: "Loctite Application Guide"
on Page 10-3.
 Special applications will be shown on the relevant Assembly Drawings.
8-14
8-Maintenance
Recommended Oils and Lubricants

Refer: "Recommendations for Lubricants and Oils" on Page 10-33
Do not use brake fluid or heavier viscosity oils
Bearing Housing
The oil is located inside the Bearing Housing and is filled through the Dipstick hole.
Ensure that the oil is filtered as it is added to the system.
8-15
8-Maintenance
8-16
9-Overhaul
9 - Overhaul
In This Section
General Information .......................................................................................... 9-1

Reverse Duct Overhaul ..................................................................................... 9-6
Reverse Assembly Refitting and Adjustment ...................................................... 9-10
Steering Assembly Removal and Overhaul ........................................................ 9-15
Bearing Housing Assembly overhaul ................................................................. 9-28
Internal Anode Replacement ............................................................................. 9-38
Tailpipe Area - Removal and Overhaul ............................................................. 9-39
Impeller Area - Overhaul ................................................................................... 9-43
Tailpipe Overhaul ............................................................................................. 9-44
Transom Plate Assembly Overhaul .................................................................... 9-47
Overflow Preventer (Optional Extra) .................................................................. 9-50
Intake Screen ..................................................................................................... 9-51
General Information
Inspection Covers
re-secured.
Loctite®
Before using any Loctite® product, please read and understand the Loctite® Application Guide
Refer: "Loctite Application Guide" on Page 10-3.
All studs in castings are to be secured using Loctite® 263 Refer: "Loctite Application Guide" on
Page 10-3
Do not use anti-seize compounds which are based on graphite, nickel or copper flakes - these
will cause corrosion.
9-1
9-Overhaul
Hydraulic Oil
If the Hydraulic Oil has been removed, make sure that on completion of the overhaul all
Bearing Housings, JHPU tanks and Oil Coolers are filled with the correct grade and quantity of
oil.
Mating surfaces that are not treated with sealant should be smeared with a light coating of grease
to help with future dismantling.
Fasteners that do not require Loctite® are to be greased or Antisiezed before assembly ("Threaded
Fastener Tightening Torques" on Page 10-28).
Marine Grade Antiseize will reduce the risk of thread galling and is recommended on M20 nuts
or larger
The following data is for a standard Jet Unit fitted with steering and Reverse.
For jets with no steering or no reverse e.g. Boost Jets, the irrelevant data should be ignored.
Introduction
Only overhaul the Jet Unit components if:

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

Disconnect and remove all Control Equipment attached to components being overhauled.
Make a note of electrical and hydraulic connectors so they can be correctly reconnected.
Blank off all hydraulic fittings to prevent the entry of dirt or loss of hydraulic oil.
When the overhaul is finished:
Commission the Jet Unit on Page 6-1.
Commission the Control System. (Refer to the Installation and Service Manual for the control system)
Vessel commissioning must be done after any overhaul as adjustments and connections may
have been altered during the process.
Tools:
Special tools are required for the overhaul of the Jet Unit Refer: Drawing "HM52111002 Maintenance
Tools" on Page 11-25.
For Driveshaft service and overhaul, refer to the manufacturer's information.
9-2
9-Overhaul
Hydraulic Faults
The Majority of Hydraulic Failures are due to oil contamination.
It is very important that the oil is filtered when filling the oil reservoir.
All dismantling must be done by qualified personnel 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 that the ports and pipes are properly plugged.
 Label hoses and connectors for ease of reassembly.
 Use plenty of oil absorbent cloth to prevent contaminating surrounding areas.
 All seals removed during dismantling should be replaced.
 Recommendations for Oil grade, oil and Filter inspections and changes shown in this Manual are to
be strictly adhered to.
 If the vessel is used in severe conditions where the oil is likely to become contaminated, the oil and
oil filter should be replaced at more frequent intervals.
 Always check the oil level in the reservoir whenever oil is removed from the hydraulic system.
 Unless otherwise specified, lubricate stainless steel hydraulic fittings with hydraulic oil or general
purpose grease (e.g. Accrolube®) Refer: "Recommendations for Lubricants and Oils" on Page 10-33
 Maintenance must be carried out with the valves at room temperature.
 Before opening the hydraulic circuit, make sure the system is off and depressurised.
 Before disconnecting any electrical wiring, make sure that the power is off.
 Dispose of waste oil in accordance with current regulations.
Care of Jet Unit Paintwork

For detailed information on the Jet Unit paintwork Refer: "Jet Surface Coating Procedure" on Page 8-2.
Anti fouling Paints

Torquing Sequence of Nuts
Flange Nuts must be tightened in the correct sequence so

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

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

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

Make sure that it has not been painted over.
The electrical resistance between the Anode and the Mounting stud is less than 0.2 Ω.
Clean the anodes as follows:
Marine growth should be removed by water blasting.
If a hard scale layer forms on the anodes then they should be cleaned using a coarse aluminium oxide
sandpaper.
Sand anodes by hand 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 the 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.
Apply Primer 7471 to one end of the Dowel [A] and
allow to dry.
Apply Loctite 680 to the dowel hole.
Fit the end of the Dowel with the Primer, into the dowel
hole.
Tap the Dowel fully into the hole and remove excess
Loctite.
9-4
9-Overhaul
Clevis Loctite Procedure

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

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

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

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

Reverse Duct Removal

 Remove the Anode [47] attached to the outboard Clevis [46].
 Whilst supporting the Reverse Duct with approved lifting equipment and a lifting sling attached to
the lifting eye of the Reverse Duct, remove the Split Pin [21]. Pin [19], and Washers [20] from the
outboard Clevis [46] and lower the Reverse Duct.
 Remove the Bolts [12] and spring Washers [13] securing the Reverse Duct Pivot Pin [16] to the
Tailpipe Pivot Pin Insert [17].
 Take the weight of the Reverse Duct Arms and remove the Pivot Pins [16].
 Lower the Reverse Duct and remove from the Jet Unit, taking care not to lose or damage the Reverse
Duct Pivot Spacer Washers [14] and the Reverse Duct Pivot Pin Bushes (7) fitted to the Reverse Duct
Arms.
Reverse Duct Overhaul

Inspect the following components for wear or damage and repair or replace as necessary.
 Reverse Duct Pivot Pins [12].
 Pivot Pin Insert [13]. (These will be checked and replaced when overhauling the Tailpipe).
 Reverse Duct Pivot Bushes [11].
 Reverse Duct Arm Clevis Bushes [14].
 Reverse Duct Pivot Spacers [10]
 Clevis Pin Washers [16].
 Clevis Pin [15].
 Split Pin [17]. Discard (do not re-use).
Replacing the Reverse Duct Pivot Bushes

If the Reverse Duct Pivot Pin Bushes in the Reverse Duct Arms are worn, they should be replaced.
To replace, do the following:-
 Drift out the old Bush using a suitable size drift. If the Bushes are hard to remove, it may be
necessary to apply light heat to the Reverse Duct Arms in the area of the Bush to break the seal.
 Clean out the bores of the Reverse Duct Arms, ensuring that all old paint, Loctite and any corrosion
is removed.
 Repaint the bores in the Reverse Duct arms with a vinyl etch primer and allow to dry.
 Apply Loctite Activator 7075 to the outside surfaces of the Bushes and allow to dry.
 Apply Loctite 325 evenly to the Reverse Duct Arms bores.
 Press the flanged Bushes into the bores in the Reverse Duct Arms ensuring that the shoulder of the
bush is fitted on the inside of the Reverse Duct arm.
 Rotate the bushes when fitting to evenly distribute the Loctite around the bores.
 Wipe off any excess Loctite from around the bores and the Reverse Duct Pivot Bushes.
Loctite Activator 7075 must be used to refit the Reverse Duct Pivot bushes otherwise the
Loctite 325 will not cure and retain the bushes in position.
Do NOT apply Activator 7075 to the painted Reverse Duct Arm bores.
There are to be NO dry areas between the Reverse Duct Pivot Bushes and the bores in the
Reverse Duct arms once the Bushes are fitted.
9-6
9-Overhaul
Replacing the Reverse Duct Arm Clevis Pin Bushes

If the Reverse Duct Arm Clevis Pin Bushes are worn, they should be replaced.
To replace, do the following:-
 Drift out the old Clevis Bushes using a suitable size drift. If the bushes are hard to remove, it may be
necessary to apply light heat in the area of the bush to break the seal.
 Clean out the bore, ensuring that all old Loctite and activator is removed.
 Apply Loctite Activator 7075 to the outer surfaces of the Bush and allow to dry. Do NOT apply
Activator 7075 to the Reverse Duct lug bore.
 Apply Loctite 325 evenly to the Reverse Duct lug bore.
 Press the Bushes into the bores, ensuring that the bushes are pushed fully home.
If the bush is of the flanged type, fit from the outside of the Reverse Duct and ensure that
the bush is pushed fully home.
If the bush is of the plain type i.e. no flange, ensure that the bush sits flush on either sides
of the Reverse Duct Lug.
 Rotate the bushes when fitting to evenly distribute the Loctite around the bore.
 Wipe off any excess Loctite from around the bore and the Bush.
The bore of the Reverse Duct lug is NOT to be re-painted.

Loctite Activator 7075 must be used to refit the Reverse Duct Arm Bush otherwise the
Loctite 325 will not cure and retain the bushes in position.
There are to be NO dry areas between the Clevis Pin Bushes and the bores in the Reverse
Duct lug once the Bushes are fitted.
Replacing the Reverse Duct Anodes

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

The Reverse Cylinder only needs overhauling if excessive leakage or other problems have been
experienced.
To remove the Reverse Cylinder carry out the following actions:-
 Disconnect and blank off all hydraulic hoses and Sender linkages attached to the Reverse Cylinder.
Refer to the Overhaul Section of the Controls Manual supplied with this Jet Unit.
 If the Reverse Duct has not already been removed for overhaul Refer: "Reverse Duct Overhaul" on
Page 9-6.
 Match mark the position of the Clevis [22] and [46] on the Reverse Cylinder and Reverse Push Rod
before dismantling the Reverse Push Rod Assembly.
From Outside the Vessel

 Loosen and unscrew the Clevis Nut [69], tap out the Roll Pin [68] and remove the Clevis [46] from
the Reverse Push Rod [48].
From Inside the Vessel

 Remove the Split Pin [21], Clevis Pin [19] and Special Washers [20] from the inboard Clevis [22].
 To remove the Reverse Cylinder complete with Mounting Plate [44], unscrew and remove Nuts [3]
and Spring Washers [2] and then remove Mounting Plate [44] complete with the Reverse Cylinder
assembly from the Intake. Watch for the two Dowel Pins [43], ensure that these remain in the Intake.
9-7
9-Overhaul
Reverse Cylinder Overhaul

The Reverse Cylinders need only be overhauled if excessive oil leakage or other related problems occur.
Maintenance described in this section should be done when the vessel is on a Slip or in
Dry Dock
Dismantling and Inspection

To overhaul the Reverse Cylinder, do the following:
 Unscrew and remove the Bolts [41], Spring Washers [13] and Square Washers [42] securing the
Reverse Cylinder Pillow Blocks [39] to the Mounting Plate [44].
 Remove the Reverse Cylinder from the Mounting Plate [44].
 Ensure that the two Dowel Pins [38] remain attached to the Mounting Plate.
 Examine the Bushes [40] located in the Pillow Blocks, for wear and replace if required. These Bushes
are a press fit into the Pillow Blocks.
 Mark the position of the Clevis Nut [23] on the Mainshaft [24] so that the Clevis Nut can be returned
to the same position on assembly of the Reverse Cylinder.
 Loosen the Clevis Nut [23] and unscrew the Clevis [22] from the Reverse Cylinder Mainshaft [24].
 Unscrew and remove the Clevis Nut [23] from the Mainshaft [24].
 Remove the Nipple [28], Bonded Seal [29] from the Cylinder backhead.
 Remove Long Nipple [66] and Bonded Seal [29] from the Cylinder fronthead
 Unscrew and remove the End Cap [30] from the Reverse Cylinder.
 Withdraw the Backhead [26] from the Reverse Cylinder and remove off the Reverse Cylinder
Mainshaft [24].
 Withdraw the Mainshaft [24] complete with the Piston [34] and the Compensator Shaft [35] from the
Cylinder [36].
 Remove and discard the Double Acting Seal [33] from the Piston [34].
Do not remove the Mainshaft [24] and the Compensator Shaft [35] from the Piston [34] unless
they are worn and require replacement.
 Remove and discard Wear Ring [31], O Ring [32], the two Shaft Seals [27] and the Rod Wiper Seal
[25] from the Backhead [26].
 Unscrew the Fronthead [37] from the Cylinder Barrel [36] using a strap wrench. Apply minimal heat
if required to break the thread locking agent and to assist the removal of the Fronthead. Take care not
to distort the Cylinder Barrel.
 Remove the Rod Wiper Seal [25], the two Shaft Seals [27] and Wear Ring [31] from the Fronthead
and discard.
 Clean off all old thread locking agent from the Fronthead and Cylinder Barrel.
 The following components should be examined for wear, score marks on the sliding surfaces or
damage to the components:
 Cylinder Barrel [36].
 Mainshaft [24].
 Compensator Shaft [35].
 Piston [34].
 Front Head [37].
 Back Head [26].
 Replace any components showing signs of wear or damage.
9-8
9-Overhaul
Re-Assembly of the Reverse Cylinder

 If the Mainshaft [24] and the Compensator Shaft [35] have been separated from the Piston [34],
during overhaul, re-assemble to the Piston using Loctite 263 on the screw threads to secure the
Mainshaft and Compensator Shaft to the Piston Refer: "Threaded Fastener Tightening Torques" on
Page 10-28
 Place the assembled Shafts and Piston onto Vee Blocks and check the T.I.R. of the Piston (this should
be 0.5 mm Max).
 Straighten the Shafts if necessary and re-tighten.
 Fit a new Rod Wiper Seal [25] to the Fronthead [37]. Ensure that the Rod Wiper Seal is fitted
correctly (with lip facing away from the Cylinder).
 Fit two new Shaft Seals [27] to the Fronthead, ensuring that the shaft seals are fitted correctly.
 Fit a new Wear Ring [31] to the Fronthead.
 Fit a new Double Acting Seal [33] to the Piston.
 Fit a new Wear Ring [31] and O Ring [32], to the Backhead [26].
 Fit two new Shaft Seals [27] to the Backhead, ensuring that the shaft seals are fitted correctly.
 Fit a new Rod Wiper Seal [25] to the Backhead. Ensure that Rod Wiper Seal is fitted correctly (with
lip facing away from the Cylinder).
Seal Kits are available for the overhaul of the Reverse Cylinder Refer: Drawing
"HM52107004 Reverse Assembly" on Page 11-17.
 Fit the Cylinder Barrel [36] onto the Fronthead, using Loctite 542 and tighten using a strap wrench.
 Oil the Reverse Cylinder Shaft Assembly and insert into the Cylinder with the Compensator Shaft
first. Take care not to damage the Seals when fitting the Shaft Assembly into the Cylinder.
 Insert the Backhead over the Reverse Cylinder Main Shaft [24] and push firmly home into the
Cylinder.
 Fit the End Cap [30] over the Reverse Cylinder Main Shaft and fit firmly up against the shoulder of
the Back Head.
 Tighten the End Cap onto the Cylinder using a strap wrench.
 Refit Nipple [28] with a new Bonded Seal [29] to the Back Head.
 Refit Nipple [66] with a new Bonded Seal [29] to the Front Head.
 Refit Nut [23] to Reverse Cylinder Main Shaft.
 Refit Clevis [22] to Reverse Cylinder Main Shaft and adjust to position marked during removal
 Tighten nut to secure the Clevis to the Main Shaft
It is advisable to workshop test the Reverse Cylinder prior to re-fitting to the vessel.
The Test Pressure for the Reverse Cylinder is 2250 lbs/psi. (Maximum Operating Pressure
1500 lbs/psi).
9-9
9-Overhaul
Reverse Pushrod Assembly Overhaul

Inspection
 With the Pushrod [48] disconnected from the Reverse Duct and the Reverse Cylinder, the Gland
Housing Assembly [55] can be checked for wear and damage.
 Move the Pushrod in and out through the Gland Assembly. The movement should require some
force, but not bind at any point. There should be no free movement.
 Move the Pushrod sideways to tilt the Bush [52] within the Gland Housing. The movement should
require some force, but not bind at any point. There should be no free movement.
 Should there be any binding or free movement, the Gland Assembly must be overhauled as
described below, otherwise the Gland Housing Assembly and Reverse Pushrod can be left
untouched.
Removal & Repair

To overhaul the Reverse Gland Assembly, do the following:-
 Unscrew and remove the Rod End [65] and Washer [64] from the inboard end of the Pushrod [48].
 Slide the Reverse Pushrod rearwards out of the Gland Assembly.
 Remove Screws [63] and Spring Washers [62] securing the Gland Cover [61] to the Gland Housing.
 Remove the Gland Cover complete with Shims [56] to [59] as required. Note the quantity and size
of Shims removed.
 The Gland Assembly components, except for the Housing can now be removed from the Jet Unit for
maintenance.
 Dismantle and clean all parts of the assembly. Clean the Housing which can remain fitted to the
Transom Plate. If the Gland Housing is damaged it can be unscrewed from the Transom Plate using a
Strap Wrench or other soft jawed tool to prevent damage to the housing.
 Inspect the Hemi Seats [53] for wear. Replace if any signs of wear or damage are found.
 Inspect the following components that are fitted inside the Gland Housing and replace if worn.
 Push Rod Seals [50].
 Push Rod Wiper Seals [49].
 Wear Rings [51].
 O Ring [54]. Fitted between the Hemi Seats [53].
 Inspect the Reverse Push Rod [48] and replace if corroded, worn or bent. Replace the Seals, Wear
Rings and O Rings whenever the Reverse Push Rod is replaced.
9-10
9-Overhaul
Reverse Assembly Refitting and Adjustment

The Maintenance operations detailed in this Section should be carried out when the vessel is on a
Slip or in Dry Dock.
Reverse Push Rod Gland - Refit to the Jet Unit

If the Gland Assembly Housing [55] has been removed from the Transom Plate, carry out the following
procedures to re-assemble:-
 Refit the Gland Assembly Housing onto the Transom Plate using Loctite 680 and tighten firmly using
a soft jawed tool to grip the Housing.
 Refit the Rear Hemi Seat [53] into the Gland Housing and secure in position using grease.
 Refit a new O Ring [54] and push up to the Hemi Seat already fitted to the Gland Housing.
 Refit new Wear Rings [51] into the Shaft Bush [52]. Ensure that one end of the Wear Ring is
chamfered to assist with fitting Refer: Drawing "HM52107004 Reverse Assembly" on Page 11-17.
 Refit new Push Rod Seals [50] into the Shaft Bush ensuring that the Seals are fitted correctly with the
lip facing inwards towards the centre of the Housing.
 Refit new Push Rod Wiper Seals [49] ensuring that the Wiper Seals are fitted correctly with the lip
facing outwards from the Housing.
 Refit the Shaft Bush into the Gland Housing with the Grease Nipple [60] on the inside of the Vessel.
 Refit the Forward Hemi Seat [53] into the Gland Housing and secure in position using grease.
 Refit the Gland Cover [61] using sufficient Shims [56].to [59] to ensure that the rotational movement
of the Reverse Push Rod [48] is firm but not tight.
 Secure the Gland Cover [61] with Spring Washers [62] and Screws [63].
Do not tighten fully as the Shims may require adjustment.
 Smear the Reverse Push Rod [48] with grease.

 From outside the vessel, carefully pass the Reverse Pushrod through the Shaft Bush [52] fitted inside
the Gland Assembly. Take care not to disturb the Seals and Wear Rings fitted inside the Shaft Bush
[52].
 Perform an inspection on the gland assembly Refer: "Reverse Pushrod Assembly Overhaul" on Page
9-10, "Inspection" on Page 9-10.
 Adjust the thickness of the Shims [56] to [59] to provide the correct degree of movement in the
Reverse Push Rod [48].
 Once the Shim adjustment has been completed, tighten the Screws [53] securing the Gland Cover
[61] and torque load to the recommended torque.
 Refit the Rod End [65] and Washer [64] to the Reverse Push Rod [48] and tighten securely.
 If the outboard clevis [46] has been removed, refit the Locknut [69], and Clevis to the threaded end
of the Reverse Push Rod.
 Adjust the length of the Clevis until a new Roll Pin [68] can be fitted through the pre drilled holes in
the Clevis and the Reverse Push Rod.
 Tap in the Roll Pin to fix the Clevis in position. Secure with locknut.
 If a new Push Rod or Clevis has been fitted, they will require re-adjusting and pinning ("Reverse
Cylinder Push Rod - Adjustment" on Page 9-13).
9-11
9-Overhaul
Reverse Cylinder - Refit to the Jet Unit
It is advisable to pressure test the Reverse Cylinder prior to refitting to the vessel.
 Check that the locating Dowels [43] are securely attached to the Jet Unit Intake. If these Dowels are
not secure, refit using Loctite 680. Do not Loctite the Dowels to the Mounting Plate, these must be
Loctited into the Jet Unit Intake.
 If the Mounting Plate [44] has been removed, refit the Mounting Plate over the Studs [45] fitted to the
top of the Intake, ensuring that the Mounting Plate locates over the locating Dowels.
 Secure the Mounting Plate to the Intake with Spring Washers and Nuts. Tighten to the
recommended torque.
 Also fit bolt [70] and spring washer to secure the Mounting Plate to the Intake. Tighten to the
recommended torque.
 Check that the locating Dowels [38] are securely attached to the Mounting Plate [44]. If these
Dowels are not secure, refit using Loctite 680. Do not Loctite the Dowels [38] to the Pillow Block
[39].
 Refit the Pillow Blocks to the Reverse Cylinder, ensuring that the Bushes [40] in the Pillow Blocks
have been checked and replaced as required.
 Fit the Reverse Cylinder, with the Pillow Blocks fitted, over the locating dowels [38] and onto the
Mounting Plate [44]. Secure with Square Washer [42], Spring Washer [13] and Bolt [41], ensuring
that the locating Dowels locate correctly into the Pillow Blocks.
 Torque load the Bolts [41] to the recommended torque.
 Connect the Reverse Cylinder Assembly Clevis [22] to the Rod End [65] on the Reverse Push Rod
[48] ensuring that Bush [18] in Rod End [65] is still in place.
 Secure with Clevis Pin [19], Washers [20] and Split Pin [21], ensuring that the Washers [20] are fitted
either side of of the Rod End [65].
Ensure that the inboard clevis pin axis is parallel to the base of the Jet Unit(As shown on the
Reverse Assembly Drawing)
Failure to do this could lead to damaged reverse components.
 Re-connect any sensors removed from the Reverse Cylinder. Refer to the Controls Manual for
information.
 Re-connect hydraulic hoses.
9-12
9-Overhaul
Reverse Duct Re-Fitting to the Jet Unit [8]
All moving parts are to be coated with marine grease on assembly.
Prior to refitting the Reverse Duct, to the Jet Unit, the Reverse Duct Pivot Pins [16], Reverse Duct Pivot
Spacer Washers [14] and Flanged Pivot Bushes [15] should be checked and replaced if worn or damaged
Refer: "Reverse Duct Removal" on Page 9-6.
The Reverse Duct Pivot Inserts [17] fitted to the Tailpipe Assembly should also be checked for wear and
replaced if worn Refer: "Tailpipe Area - Removal and Overhaul" on Page 9-39.
With the Reverse Cylinder re-fitted to the Jet Unit, proceed as follows:-
 Liberally apply Marine Grease to the Pivot Pins [16] before fitting to the Tailpipe.
 Using suitable approved lifting equipment and a lifting sling attached to the lifting eye on the Reverse
Duct, lift the Reverse Duct into position and align with the Tailpipe Inserts [17] fitted on either side
of the Tailpipe.
 Fit a Pivot Pin Spacer [14] onto each Pivot Pin prior to fitting.
 Whilst supporting the Reverse Duct, push both Pivot Pins [16] through the Pivot Bushes [15] in the
Reverse Duct Arms and push firmly home into the Tailpipe Insert [17] ensuring that the Pivot Spacer
Washers [14] Loctited to the outside of the Reverse Duct arms are still in position.
 Rotate the Pivot Pins [16] to align the 4 bolt holes in the Pivot Pins with the threaded inserts in the
Tailpipe Inserts [17].
 Fit the 4 Bolts [12] to each of the Pivot Pins [16] and tighten to 150 N · m (110 ft/lb) Refer: Refer:
Drawing "HM52107004 Reverse Assembly" on Page 11-17 Section Y-Y.
 Using approved lifting equipment and a lifting sling, raise the Reverse Duct until the attachment lug
on the Reverse Duct is aligned with the Reverse Push Rod Clevis.
 Attach the outboard Clevis [46] to the Reverse Duct using Pin [19] and Washer [20]. Ensure that the
Washer is fitted between the Reverse Duct attachment point and the Clevis [46] Refer: Drawing
"HM52107004 Reverse Assembly" on Page 11-17 Section Z-Z.
 Secure with Split Pin [21].
 Refit Pushrod Clevis Anode.
 Remove any lifting equipment from the Reverse Duct.
9-13
9-Overhaul
Reverse Cylinder Push Rod - Adjustment

If a new Reverse Cylinder or Clevis [46] has been fitted, the Reverse Push Rod [48] will have to be
re-adjusted and pinned as follows:
Should the marked Clevis position be lost, re-adjustment will be necessary. Carry out the following
procedure:-
 With the Reverse Cylinder still attached, lower the Reverse Duct fully until the Reverse Cylinder is at
the end of its stroke.
 Using a straight edge, check that the bottom of the Nozzle Insert is in line with the bottom of the
Reverse Duct opening.
 Whilst supporting the Reverse Duct, adjust the Reverse Duct Clevis [46] to achieve the correct
positioning.
 Using the pilot hole in the Clevis [46], dimple the Push Rod [48] using a 5 mm dia drill.
 Disconnect Push Rod [48] from the Reverse Cylinder and remove Push Rod from the Jet Unit.
 Screw the Clevis [46] onto the Push Rod [48] until the pilot hole in the Clevis is aligned with the
dimpled hole in the Push Rod.
 Use a Drill Press to drill a 5 mm dia hole through the threaded end of the Push Rod and out through
the far side of the Clevis. Clean any swarf from the hole.
 Re-attach Push Rod [48] to the Reverse Cylinder.
 Refit the locknut and Clevis [46] to Push Rod [48] until the holes in the Clevis aligns with the hole in
the Push Rod.
 Press in the 5 mm Roll Pin [68].
 Tighten Lock Nut [69] against the Clevis [46].
 Raise the Reverse Duct and fit Pin [19], Washers [20] and Split Pin [21] to connect the Reverse
Cylinder to the Reverse Duct.
 Remove the lifting equipment from the Reverse Duct.
 Ensure that the Lock Nut [69] on the Push Rod [48] is locked in position and that Split Pin [21]
securing the Reverse Duct attachment Pin [19] is fitted correctly on completion of the Reverse Duct
adjustment.
 Refit Pushrod Clevis Anode.
9-14
9-Overhaul
Steering Assembly Removal and Overhaul

Refer: Drawing "HM52106005 Steering Assembly" on Page 11-8
The Steering System oil should be changed annually.
If contaminated in any way, the oil should be changed immediately.

All components must be dismantled, cleaned thoroughly and the hydraulic lines flushed clean
with Kerosene, Varsol or Diesel Oil.
Refill the system with approved oil and bleed.
Steering Cylinder Overhaul

Only overhaul the Steering Cylinder if excessive oil leakage or other related problems occur.
The overhaul of hydraulic equipment must be done by suitably qualified personnel in a
clean workshop environment.
This Jet Unit can be fitted with either a "Wagner"or a "Hamilton" Steering Cylinder”. Refer
to the Control Manual supplied with this jet unit for Cylinder Overhaul Instructions.
 Disconnect and plug the Hydraulic hoses attached to the Steering Cylinder.
 Disconnect the Cylinder Rod End from the Tiller.
 Unbolt the Cylinder from Its mounting Bracket.
 Remove the cylinder from the Vessel.
Steering Cylinder Mounting Bracket - Removal

Hamilton Steering Cylinder
Refer to drawing in the Control manual - CTSJK03002
The Steering Cylinder has three different Steering Brackets to accommodate the different Jet Unit
locations and steering rotation. The Steering Bracket options are shown in the drawing above and are as
follows:-
 Mount Bracket Port & Starboard Rotation [25].
 Mount Bracket Port Option No Rotation - Mount Bracket [24].
 Mount Bracket Starboard Option No Rotation - Mount Bracket [23].
To remove the Steering Cylinder Mount Bracket, remove the 4 Bolts and Spring Washers securing the
Mount Plate to the Jet Unit.
Wagner Steering Cylinder

Refer to drawing in the Control manual - CTSJK01006
The Wagner Steering Cylinder has two different Steering Brackets to accommodate the different Jet Unit
locations and steering rotation. The Steering Bracket options are shown in the drawing above and are as
follows:-
 Mount Bracket Standard & Starboard Rotation [2].
 Mount Bracket Port Rotation [5].
To remove the Steering Cylinder Mount Bracket, remove the 4 Bolts and Spring Washers securing the
Mount Plate to the Jet Unit.
9-15
9-Overhaul
Nozzle Assembly Removal

Steering Nozzle Removal
 Disconnect any Sensors attached to the Steering Crank [51].
 Disconnect the Steering Cylinder from the Steering Crank.
 Disconnect the Steering Rod [23] from the Push Rod [32] without altering its length, by removing the
Clevis Pin [29] and Split Pin [26].
 Take care not to lose the 2 Flat Washers fitted between the Clevis [27] and the Rod End [28].
 Disconnect the Steering Rod [23] from the Steering Bracket [63] by removing the Nut [19],and
Washer [18] from the Stud [70] securing the Rod [23] to the J/T Steering Bracket [63].
 Remove the Steering Rod [23] from the Steering Bracket.
 Remove the Flanged Bush [22].
 Remove two Bolts [8], Nuts [40] and Flat Washers [39] securing the Pivot Pins [9] to the Nozzle
Housing.
 Remove the Pivot Pins [9] and Spacing Washers [13], [14] or [15] at the top and bottom of the
Nozzle [1].
 An extractor can be fitted to the tapped holes in the Pivot Pins to assist with removal.
The spacer washers are fitted using Loctite 325.
 Supporting the Nozzle, turn it to one side and remove it from the Nozzle Housing.
The Rod End [28] is secured to the Push Rod [32] using Loctite 263. To assist the removal of
the Rod End, light heat may be applied to the Push Rod end to break the Loctite seal.
Push Rod Anode [25] Replacement

Check the condition of the anodes and replace if necessary Refer: "Anode Replacement" on Page 9-4.
Inspection and Repair of the Nozzle Components

Clean and inspect all parts for wear or damage. Repair or replace components as necessary.
 Nozzle Pivot Pin Bush [16].
 Pivot Pins [9].
 Special Washer [13], [14],[15].
 Steering Bracket [68].
 Anodes [6].
 Nozzle Sealing Ring [7].
Nozzle Pivot Pin Bush

To replace the Nozzle Pivot Pin Bushes [16] do the following:-
 With the Nozzle removed from the Nozzle Housing, and Spacing Washers [13] to [15] removed,
press out the Bush [16].
 If the Bush is hard to remove, apply light heat in the area of the Bush to break the Loctite® bond.
 Clean the Bores of old Loctite®.
 Apply a coat of Loctite Primer 7471 to the outside surface of the Bush and allow to dry.
 Apply Loctite 680 evenly to the whole surface of the Bore and to the outside surface of the Bush.
 Press the Bush into the Bore rotating to evenly spread the Loctite.
 The Bushes must not protrude into the Special Washer recess at the top and bottom of the Nozzle.
 Wipe away any excess Loctite® and Primer from around the Bush and the Bore.
9-16
9-Overhaul
The Nozzle bores must NOT be re-painted.

Loctite® Primer 7471 must be used 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 the Bush is fitted.
The Bush must be pressed into the bore with 15 minutes.
Nozzle Anode- Replacement

Nozzle Sealing Ring

The Nozzle Sealing Ring should be replaced if worn or damaged.
When replacing the Nozzle Sealing Ring make sure the Sealing Ring joint is located at the top of the seal
groove.
Masking tape can be used across the joint to temporarily hold the sealing ring in position.
Steering Bracket [68] - Removal

To remove the Steering Bracket [68]:
 Remove the two Nuts [39] and Special Washers [70] from Studs [20] securing the Steering Bracket to
the Steering Nozzle, taking care not to lose the two Dowels [69] locating the Steering Bracket on the
Steering Nozzle.
 Remove the Steering Bracket from the Studs.
Nozzle Housing and Nozzle Insert Removal

With the Nozzle removed from the Nozzle Housing, do the following:
 Remove Nuts and Washers holding the Nozzle Housing to the Tailpipe. [67], [66]
 Withdraw the Nozzle Housing off the Studs [65]
 Withdraw the Nozzle Insert off the Studs [64]
 Remove O-Ring from the interface between the Nozzle Insert and the Tailpipe. [71]
Examination and Repair of the Nozzle Housing

 Examine the Nozzle Housing for wear, damage and distortion.
 Inspect the Pivot Bushes for wear. [12]
 Replace where necessary.
HM521 Pivot Bushes [12] - Replacement

To replace the Pivot Bushes [12] do the following:-
 Remove the Nozzle from the Nozzle Housing.
 Press out the Pivot Bushes [12] from the upper and lower attachment points in the Nozzle Housing.
 If the Bush is hard to remove, apply light heat in the area of the Bush to break the Loctite® bond.
 Apply a coat of Loctite Primer 7471 to the outside surface of the Bush and allow to dry.
 Apply Loctite 680 evenly to the whole surface of the Bore and to the outside surface of the Bush.
 Press the Bush into the Bore rotating to evenly spread the Loctite.
 Wipe away any excess Loctite® and Primer from around the Bush and the Bore.
The Nozzle Housing bores must NOT be re-painted.

cure.
There are to be NO dry areas between the Bush and the Bore once the Bush is fitted.
When pressing the Pivot Bushes into the Nozzle, make sure that the bolt holes are aligned with
the bolt holes in the Nozzle Housing Pivot Boss.
9-17
9-Overhaul
Nozzle Housing Anode [6] - Replacement

Examination and Repair of Nozzle Inserts

 The Nozzle Insert will not normally require attention.[64]
 Check the Nozzle Insert for wear, damage and distortion.
 Replace or repair where necessary.
 If replacing the Nozzle Insert, Make that the O-Ring fitted between the Nozzle Insert and the Tailpipe
is replaced. [67]
Steering Crank and Crank Mount Block Removal

Do not remove the Steering Crank and Crank Mount Block from the top of the Intake unless they are
loose or damaged and require replacement.
To remove the crank and Mounting Block:

 Make sure that the Steering Cylinder has been disconnected from the Steering Crank.
 Disconnect the Inboard Link (Crank Rod [43]) from the Steering Crank.
 Remove the Circlip [53] and Stainless Steel Washer [52] securing the Steering Crank.
 Remove the Steering Crank from the Steering Crank Shaft [48].
 Remove the Nyloil Washer [50].
 Unscrew and remove the 4 Nuts [11] and Spring Washers [10] from Studs [49] fitted to the top of the
Intake, that secure the Crank Mount Block [47] in place.
 Remove the Crank Mount Block from the top of the Intake.
If the Steering Crank Shaft is worn or damaged, it should be replaced.
 To remove the Steering Crank Shaft [48] from the Crank Mounting Block [47], apply heat to the base
of the Crank Mounting Block in the region of the Steering Crank Shaft and press out the old Shaft.
 Apply Primer 7471 to the bottom half of the Steering Crank Shaft and allow to dry. Do NOT apply
Activator 7471 to the bore in the Crank Mounting Block.
 Apply Loctite 680 to the bottom half of the Steering Crank Shaft] and to the bore of the Crank
Mounting Block.
 Fit the Steering Crank Shaft into the Mounting Block until the shoulder on the Shaft sits against the
shoulder in the bore of the Crank Mounting Block.
 Wipe away any excess Loctite® and Primer from around the Crank Shaft and the Bore.
The bore in the Crank Mounting Block must NOT be painted.

Loctite® Primer 7471 must be used to refit the components otherwise the Loctite 680 will
not cure.
9-18
9-Overhaul
Inspection & Repair of Steering Pushrod Seal Bushes & Seals

Materials
 Replacement Seal Kit.
 General Purpose Grease.
 General Purpose Cleaning Agent.
 Cloth.
Preparation
Ensure that the vessel is either slipped or, if still afloat, is ballasted forward to ensure that the water level
is no higher than the centreline of the Mainshaft. The Steering, Crank and Steering Rods should be above
the water level.
From Outside The Vessel

 If not already done, disconnect the Steering Rod [23] from the Pushrod [32].
 Take care not to lose the two Washers fitted between the Clevis [27] and the Rod End [28].
 Separate the Steering Rod [23] from the Push Rod [32], whilst still leaving the Steering Rod [23]
connected to the Nozzle Steering Bracket.
 Remove the Outboard Rod End [28] from the Push Rod [32] Refer: "Nozzle Assembly Removal" on
Page 9-16.
The Rod End [28] is secured to the Push Rod [32] using Loctite 263. To assist the removal
of the Rod End, light heat may be applied to the Push Rod end to break the Loctite seal.

 If the Steering Cylinder has not already been removed, disconnect the Steering Cylinder from the
Steering Crank [51].
 Disconnect the Crank Rod [43] from the Push Rod [32] by removing the Split Pin [26] and Clevis Pin
[29].
 Rotate the Steering Crank [51] with the Crank Rod [43] still attached, to clear the Pushrod [32] when
removed.
 Secure the Crank Rod to prevent accidental damage.
 Withdraw the Pushrod [32] into the vessel and remove completely from the inboard and outboard
Seal Bushes [36].
 Examine the Pushrod [32] for scores or damage along the rod length. Replace the Pushrod if severely
scored or bent.
Seal Removal
 Using a Scriber or sharp pointed tool, pick out the Scraper [33], Seal Ring [34] and Bearing Ring [35]
from the Intake Seal Bush [36]. Take care not to score the Seal grooves.
Do not remove the seal bushes [36] fitted to the intake and tailpipe.
 Repeat the above actions for removing the Seal Ring [34] and Scraper [33] from the Tailpipe Seal
Bush [36].
 Clean out the seal grooves in the Tailpipe and Intake using cleaning solvent, ensuring that all debris
is removed from the seal grooves.
9-19
9-Overhaul
Seal Bushes [36] Replacement

Do not remove the Seal Bushes [36] from the Intake and Tailpipe flanges unless they are loose or require
replacement.
With the Seals [33], [34] and [35] removed from the Seal Bushes [36] fitted to the Intake and Tailpipe.
Examine the Seal Bushes for security, scoring, wear and damage and repair or replace.
To replace the Seal Bushes, do the following-
 Drift out the Seal Bushes [36] fitted to the Intake and Tailpipe. It may be necessary to apply light heat
in the area of the Seal Bushes to break the Loctite seal.
 Remove and discard the O-Rings [38] & [45] fitted to the Seal Bushes [36].
 Smear new O-Rings [38] and [45] with grease and refit to the seal grooves in the Seal Bush [36].
 Apply Loctite Activator 7471 to the outer raised shoulders of the Seal Bushes [36] and allow to dry.
Ensure that the grease holes in the Seal Bushes are not blocked with activator. Do not apply activator
to the bores in the Nozzle Housing.
 Apply Loctite 680 to the whole surface of the bores in the Intake and Tailpipe, ensuring that the
grease holes are not blocked with Loctite.
 Press the Seal Bushes [36] into the Intake and Tailpipe ensuring that the Seal Bushes are fitted with
the O-Ring [38] part of the Seal Bush fitted into the bore first.
 Rotate the Seal bush when fitting to distribute the Loctite® evenly.
 Wipe away any excess Loctite® and Primer from around the Seal bush and the Bore.
The Tailpipe bores must NOT be re-painted.

cure.
Seal Replacement
To fit the seals, a special seal fitting tool (Not supplied) can be used.
If no fitting tool is available, the seals may be softened in warm water and inserted into the
cylinder using a blunt tool.
Grease the seal grooves in the Intake and Tailpipe.

From Outside the Vessel (Tailpipe Area):
 Apply grease to the Bearing Ring [35] and refit to the furthest seal groove. (facing forwards).
 Grease Seal Ring [34] and fit to the centre seal groove, ensuring that the lip on the Seal faces
outboard.
 Grease Scraper [33] and fit to the outer seal groove, ensuring that the lip on the Seal faces outboard.
From Inside the Vessel (Intake Area):
 Apply grease to the Bearing Ring [35] and refit to the furthest seal groove. (facing rearwards).
 Grease Seal Ring [34] and fit to the centre seal groove, ensuring that the lip on the Seal faces
outboard.
 Grease Scraper [33] and fit to the outer seal groove, ensuring that the lip on the Seal faces inboard.
On completion of the Seal replacement, the Steering Assembly will have to be re-fitted and
adjusted Refer: Drawing "HM52106005 Steering Assembly" on Page 11-8.
9-20
9-Overhaul
Steering Assembly Re-Fitting and Adjusting

Maintenance described in this section should be done when the vessel is on a Slip or in
Dry Dock
Steering Crank Mount Block and Steering Crank Re-Fitting

 Refit the Steering Crank Mount Block [47] to the Studs [49] fitted to the top of the Intake and secure
in position with Spring Washers and Nuts. Tighten Nuts to the specified torque Refer: "Threaded
Fastener Tightening Torques" on Page 10-28.
 Fit the Nyloil Washer [50]onto the Steering Crank Shaft in the Crank Mounting Block.
 Lubricate the Steering Crank Shaft [48] and Washer [50] with a suitable oil.
 Refit the Steering Crank [51] over the Steering Crank Shaft [48] ensuring that the Pointer [54] is
located on the same side of the Jet Unit as the Indicator Plate.
 Fit the Stainless Steel Washer [52] to the top of the Steering Crank Shaft [48]
 Secure the Steering Crank in position on the Steering Crank Shaft with Circlip [53].
On port and starboard mounted Jet Units fitted to hulls with over 10º deadrise, an angled
Base Plate [74] is fitted to the base of the Indicator Plate to compensate for the deadrise
angle.
Steering Cylinder - Refit to the Jet Unit
No adjustment for Cylinder positioning is provided for, so there may be slightly more lock
deflection on one lock than on the other. This will not affect the operational use of the
vessel.
The re-fitting of the Steering Cylinder to the appropriate Cylinder Mounting Bracket should
be carried out in consultation with the Steering Drawings in the Controls Manual
Drawings Package.
Hamilton Cylinder
Drawing CT-SJK-03-002 in the Controls Manual Drawing Package refers.
 If the Steering Cylinder Mount Plate has been removed. Refit the Mount Plate for either Port or
Standard / Starboard Rotation using Steering Cylinder Mount Plate [23] / [24] or [25] as required.
 Secure the Steering Cylinder Mount Plate to the top of the Intake with either Nuts[31]or Bolts [32]
and Spring Washers [27].
 Mount the Steering Cylinder onto the Mount Plate [23] (for Standard and Port Rotation ) or [24] (for
Starboard Rotation). Secure with Screws [26] and Spring Washers [27].
 Connect the Steering Cylinder to the Steering Crank with Bolt [28] and Nyloc Nut [29].
 Reconnect the Cylinder Hose connections to the Steering Cylinder.
 Re-connect any Sensors to the Steering Crank.
9-21
9-Overhaul
Wagner Cylinder
Drawing CT-SJK-01-006 in the Controls Manual Drawing Package refers.
 Attach the Steering Cylinder Mount Plate (Either Port Mount Plate [5] or Standard & Starboard Mount
Plate [2] as required) using Screws [3] and Spring Washers [4]. (Fix the Mount Plate to the port Jet
Unit if fitting to twin Jets).
 Attach the Steering Cylinder to Mount Plate with Screws [3] and Spring Washers [4].
 Remove the plastic plugs from the Steering Cylinder hose ports and connect the Steering Cylinder
hose connections
Do NOT Connect the Steering Cylinder to the Steering Crank until the Steering Linkages
have been re-fitted Refer: "Steering Linkages:" on Page 8-11.
 Connect any Sensors attached to the Steering Crank [51].

Refer to the Controls Manual for hose and sensor information.
Nozzle Assembly Re-Fitting

Nozzle Housing and Nozzle Insert Refit
 Smear the O Ring [67] with a light coat of grease and refit to the O Ring groove on the forward face
of the Nozzle Insert [59].
 Fit the Nozzle Insert onto Studs [60] fitted to the rear face of the Tailpipe.
 Ensure that the Nozzle Insert is correctly orientated with the 1/4” BSPP Plug [68] located at the top of
the Nozzle Insert.
 Refit the Nozzle Housing onto Studs [60] fitted to the rear face of the Tailpipe and secure the Nozzle
Insert and Nozzle Housing to the Tailpipe with Special Washers [61] and Nuts [62]. Tighten to the
recommended torque.
 Ensure that the Nozzle Housing is correctly orientated Refer: Drawing "HM52106005 Steering
Assembly" on Page 11-8.
Steering Bracket [63] - Refit to the J/T Nozzle
If the JT Steering Bracket has been removed from the Nozzle, refit as follows:-
 Ensure that the 2 Dowels [64] are securely attached to the Nozzle. If these Dowels are loose, refit
using Loctite 680.
 Refit the Steering Bracket over Studs [20] and onto the 2 Dowels.
 Refit the Special Washers [65] and Nuts [66] securing the Steering Bracket to the J/T Nozzle.
Tighten to the recommended torque.
9-22
9-Overhaul
Trial Fit of the Nozzle to the Nozzle Housing

A trial fit of the Nozzle to the Nozzle Housing is carried out to determine the thickness of Spacing
Washers [13, 14, 15] required to locate the Nozzle centrally over the conical end of the Nozzle Insert
with a maximum vertical play of no more than 1mm.
 Ensuring that the Steering Bracket fitted to the Nozzle, is uppermost, rotate the Nozzle [1] to align
with the cut outs in the Nozzle Housing.
 With the nose of the Nozzle tilted slightly upwards, feed the upper Nozzle mounting point into the
Nozzle Housing.
 Push down on the nose of the Nozzle ensuring that the lower nozzle mounting point passes into the
Nozzle Housing.
 With the Nozzle fitted to the Nozzle Housing, fit the top Spacer Washers as required, between the
Nozzle and the Nozzle Housing, selecting the correct washer thickness to hold the Nozzle central
over the conical end of the Nozzle Insert.
 To adjust the vertical movement of the Nozzle, insert Spacer Washers at the bottom of the Nozzle.
These can be inserted from the forward side of the Nozzle.
The Spacer Washers are available in different thicknesses, these should be selected to hold
the Nozzle centrally over the conical end of the Nozzle Housing. Maximum vertical play in
the Nozzle should be 0.5 to 1mm Max.
 Temporarily fit the upper and lower pivot pins [9].
 Rotate the Nozzle through its full arc of travel and ensure that it does not contact the Nozzle Insert or
Nozzle Housing.
 If the nozzle be stiff to operate or is outside the vertical clearance limit of 0.5-1mm max, re-adjust
the spacer washers.
Final Fit of the Nozzle to the Nozzle Housing

 Once the final size of Spacer Washers has been determined, remove the Nozzle from the Nozzle
Housing.
 Apply Loctite Activator 7075 to one side of the Spacer Washer and allow to dry.
 Apply Loctite 325 evenly to the washer recesses at the top and bottom of the Nozzle and press in the
Spacer Washers with the coated side to the Activator previously applied in the washer recesses.
 Hold the Washers in position until the Spacer Washers are securely located in the correct position.
 Fit the Seal Strip [7] into the groove in the Nozzle with the joint either at the top or the bottom of the
groove. If necessary hold the Seal Strip in place with a piece of masking tape across the joint.
 Refit the Nozzle to the Nozzle Housing as shown at Sub-Section Trial Fit of the Nozzle to the Nozzle
Housing.
 Grease the upper and lower Nozzle Pivot Pins [9] with marine grease.
 Insert the upper Nozzle Pivot Pin [9] through the Nozzle Housing and into the Nozzle, ensuring that
the Pin passes through the Spacer Washer.
 Align the hole in the Pivot Pin with the hole in the Nozzle Housing.
 Fit the Pivot Pin Retaining Bolt [8] and secure with Flat Washer and Nyloc Nut, hand tighten only.
 Insert the lower Pivot Pin into the Nozzle, ensuring that the Pivot Pin passes through the Spacer
Washers.
 Align the hole in the Pivot Pin with the hole in the Nozzle Housing.
 Fit the Pivot Pin Retaining Bolt [8] and secure with Flat Washer and Nyloc Nut, hand tighten only.
 Move the Nozzle through its full range of movement and ensure that it does not come into contact
with the Nozzle Housing or the Nozzle Insert.
 Check that the Nozzle is centrally located around the Nozzle Insert.
 If the nozzle be stiff to operate or is outside the vertical clearance limit of 0.5-1mm max, re-adjust
the spacer washers.
 Tighten the upper and lower Pivot Pin Bolts and Nuts
 Tighten Nuts to the specified torque Refer: "Threaded Fastener Tightening Torques" on Page 10-28.
9-23
9-Overhaul
Steering Linkages Re-Fitting

 Ensure that the Rod End [28] has been removed from the outboard end of Push Rod [32].
 Lightly grease the Push Rod [32] and from inside the vessel, pass the end of the Push Rod rearwards
through both the inner and outer Seal Bushes [36]. Take care not to dislodge the Seals [34], Scrapers
[33] and Bearing Rings [35].
From Outside the Vessel (Tailpipe Area)
 Clean the threads of Rod End [28] and apply Loctite 263 to the threads. Screw the Rod End fully
home into the outer end of Push Rod [32] and tighten.
 Clean the threads of Rod End [17] and apply Loctite 263 to the threads. Screw the Rod End fully
home into to the outboard end of the Rod [23] and tighten.
If either the Outboard Clevis [27] or the Rod [23] have been changed, the Rod [23] will
have to be re-drilled to accept the Split Pin [26] Refer: Drawing "HM52106005 Steering
Assembly" on Page 11-8.
 To Replace either the Outboard Clevis [27] or the Rod [23], carry out the following procedure:
 Ensure that Rod End [17] has been re-fitted to the outboard end of the Steering Rod [23] and
secured as detailed above.
 Fit Clevis [27] to the inboard end of the Rod [23] and adjust the length of the Outboard Link to the
correct length.
 Ensure that the Rod End [17] and Clevis [27] are on the same axes before drilling the hole through
the Rod [23].
 Using the hole in the Clevis [27] as a pilot hole, drill a 3.5 mm dia hole through the threaded end
of the Rod and out through the Clevis.
 Remove the Clevis and clean up the Rod threads and remove all burrs.
 Fit a new Split Pin [26] to secure the Outboard Clevis [27] to the Rod [23].
 Screw the Locknut [24] against the rear of the Clevis. Tighten to the recommended torque.
 Apply Loctite 243 to the inside diameter of the Bush [22] and fit the Bush over the Stud [70] on the
upper side of the Steering Bracket [63].
 Refit the Rod End [17] attached to the rear of the Deflector Rod [23], over the Bush [22] fitted on
Stud [70] on the Steering Bracket [63] and secure with Washer [18], and lock Nuts [19].
 Tighten the Top lock Nut [19] down onto the bottom Nut.
 Re-connect the inboard Clevis [27] fitted to the inboard end of Rod [23] to the Rod End [28] on the
outer end of the Push Rod [32], ensuring that the Washers [40] are fitted at the top and bottom,
between the Clevis [27] and the Rod End [28].
 Secure the Clevis to the Rod End using Clevis Pin [29] and Split Pin [26].
 Replace the Clevis Anode [25] if more than 2/3 corroded.
9-24
9-Overhaul

 Adjust the length of the Inboard Link [43]to the correct length required to suit the vessel deadrise by
adjusting the Rod Ends [42]. Refer to steering Assembly Drawing.
 Withdraw the Push Rod [32] forwards into the vessel.
 Rotate the Steering Crank [51] with the Crank Rod [43] attached, to align Clevis [27] fitted to the
inboard end of Push Rod [32] with Rod End [42] fitted to the rear end of Crank Rod [43].
 Reconnect the Inboard Clevis [27] to the Rod End [42] and secure with Clevis Pin [29] and Split Pin
[26].
Do not tighten the Thin Locknut [24] securing the Inboard Clevis [27] as the length of this
Pushrod may have to be adjusted.
 Re-connect the Steering Cylinder to the Steering Crank [51] Refer: "Steering Cylinder - Refit to the Jet
Unit" on Page 9-21
 If the Steering Cylinder has been removed for overhaul, the Steering Cylinder may have already been
re-connected to the Jet Unit during the Steering Cylinder refit.
Steering Linkages Adjustment
It is important that the Steering Nozzle and the Steering Cylinder are correctly linked so that at full
lock in both directions there are a few millimetres of clearance between the Steering Nozzle and
the Nozzle Housing. This is factory set but if any Rod End or Clevis is changed or disconnected,
the clearance must be checked and reset.
 Disconnect the Crank Rod [43] from the Steering Crank [51].
 Adjust the Indicator Plate so that the Pointer [54] indicates exactly the same steering lock when the
Steering Cylinder is at each end of it's stroke. To carry out this adjustment:
 Open the Steering Hydraulic By Pass Valve. (Refer to the Controls Manual).
 Use the "Manual Tiller" tool over the protrusion on the Steering Crank [51] to move the Steering
Cylinder fully in both directions.
 Adjust the Indicator Plate as necessary.
 Return the Pointer to the central position of 0°.
 Check and adjust the Inboard Link by adjusting Rod End [42]. Refer to the Steering Drawings for the
correct settings for different deadrise angles.
 Check and adjust the Outboard Link by adjusting the length of the Inboard Clevis [27] fitted to the
Push Rod [32] until it lines up with Rod End [42] on the Crank Rod [43]. Refer to the Steering
Drawings for correct settings for different deadrise angles.
 Attach with Clevis Pin [29] and secure with Split Pin [26].
 The Steering Nozzle [1] should now be set in its central position. This can be checked by
measuring from the same position on either side of the Jet Unit, to the rearmost point on either side
of the Nozzle. the measurement should be the same for either side.
9-25
9-Overhaul
Figure 16: Steering Linkage Adjustment
1 Deflector Rod
When the steering indicator reads o° dimensions D1 & D2 must be equal.
 Check that at full lock in both directions there is a small and equal clearance between the forward
end of the Nozzle and the Nozzle Housing casing. If necessary adjust the Push Rod Clevis again
until this is achieved.
 After a final tightening of all Locknuts, check that the Rod End and Clevis on the Steering Rod are set
in the same plane.
 Re-connect any sensor units attached to the Steering Crank.
After adjusting the clevis or Rod Ends inboard, Check that the Deflector Rod End and Clevis
are still aligned in the same plane (outboard)
Check / Adjust Tie Rods & Steering Linkages (Multi-Jet Installations)
This Section is applicable to Jets used in Multiple Jet installation only.
When the Steering Linkages of all Jets are correctly adjusted the travel will be limited by the Steering
Cylinders at each end of their stroke. It is important that the Steering Nozzles are not used as end stops.
To ensure that the Steering Linkages of all Jets are correctly adjusted use the following procedure.
 Disconnect one end of each Tie Rod from the Steering Cranks so that all Jets can be steered
independently.
 Linkage Adjustment for each Jet fitted with a Steering Cylinder should be carried out as follows:-
 Disconnect the Crank Rod [43] at the Steering Crank [51] and force the Nozzle hard to port.
 Open the By-Pass Valve (refer to the Controls Manual) and manually force the Steering Cylinder
hard to port.
 Place the Crank Rod End [42] over the bolt hole in the Crank and measure the displacement
needed to bring the holes into line.(Distance 'x')
9-26
9-Overhaul
It may be necessary to move the Steering Push Rod several millimetres to bring the holes into
line (DO NOT move the Steering Cylinder which must remain at the end of its stroke.).
 Move the Nozzle hard to starboard by applying force to the Crank Rod [43].
 Manually force the Steering Cylinder hard to starboard.
 Place the Crank Rod End [42] over the hole in the Steering Crank [51] and measure the Crank Rod
displacement needed to bring the holes into line.
 This measurement should be the same as previous .(Distance 'x')
 If necessary loosen the Lock Nut [24] on the Crank Rod [43] and adjust the length by turning the
Rod End [42] 180° at a time until these measurements are the same to within 1mm.
 Reconnect the Crank Rod [43] to the Steering Crank [51] and secure with the Attachment Bolt
[44], Flat Washer [40] and Nyloc Nut [41].
Repeat the previous steps for all Jets fitted with Steering Cylinders.
 Tie Rod Connection for each Jet steered by Tie Rod only - (ie. With No Cylinder).
 Open the By-Pass Valve and move the Steering Cylinder of the adjacent Jet [already adjusted] hard
to port.
 Manually force the Nozzle hard to port by moving the Crank.
 Place the Tie Rod End in position over the hole in the Crank. The holes should be out of line by
the same distance as previous. (Distance 'x')
 It should be necessary to move the Steering Crank of the Tie Rod Driven Jet back towards centre a
few millimetres to bring the holes into line. Adjust the Tie Rod length if necessary.
 Manually force the Steering Cylinder of the adjacent Jet, hard to starboard.
 Manually force the Nozzle hard to starboard by moving the Crank.
 Place the Tie Rod end in position over the hole in the Crank. The holes should be out of line by
the same distance as measured above. (Distance 'x') It should be necessary to move the
Steering Crank back towards centre a few mm to bring the holes in line. Adjust the Tie Rod
length if necessary until port and starboard Tie Rods are the same length.
 Reconnect the Tie Rod to the Crank and close the Bypass Valve.
Two Jets have now been adjusted and connected together. The linkage settings of these Jets must
not be altered. Should these Linkages be dismantled for maintenance, overhaul or replacement
of steering components, the above procedure should be carried out to adjust the Tie Rods and
Steering Linkages.
 Tie Rod Connection for an Adjacent Jet fitted with a Steering Cylinder.
 Ensure this Jet has been adjusted as in Paragraph "2" previously shown.
 Open the By-Pass Valve (refer to the Controls Manual) and move all Jets, hard to port.
 Adjust the Tie Rod length until the holes line up without moving the Cranks.
 Move all Jets hard to starboard and check that the holes still line up. If there is a discrepancy
adjust the Tie Rod length to equal out the difference. Refit the Tie Rod. Close the Bypass
Valve.
Small discrepancies will arise from the Steering Cranks being in different planes due to hull deadrise and
position of the Jet Unit in the hull. For Triple Jets fitted with a single Steering Cylinder, the Steering
Cylinder should be fitted to the centre Jet Unit.
9-27
9-Overhaul
Bearing Housing Assembly overhaul
Figure 17: Bearing Housing Main Components

1 Coupling 7 Coupling Lock Nut
2 Bearing Retainer Plate 8 Bearing Lock Nut
3 Main Bearings 9 Bearing Housing Oil Drain Plug
4 Water Seal 10 Bearing Spacer
5 Water Seal Inspection Cover 11 Seal Face Holder
6 Main Shaft 12 Intake Anode
Bearing Housing Dismantling

Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2, "HM52111002 Maintenance Tools" on
Page 11-25
Extreme care must be taken when overhauling the Bearing Housing with the vessel afloat as
water may enter the vessel through the opening in the Intake.
Initial Work
 Fit the "Mainshaft Support" Tool through the Main Inspection Cover [5] and tighten until the full
weight of the Mainshaft and Impeller are carried by the "Mainshaft Support" Tool. The Impeller
should just lift off the bottom of the Wear Ring [58].
By taking the Mainshaft weight off the Bearing Housing, the Bearing Housing components become
easier to remove and ensures that the Water Seal will not be disturbed when the Bearing Housing is
removed.
 Remove the JHPU (if fitted) from the Bearing Housing. Refer to the Overhaul Section of the Controls
Manual for removal instructions.
 Disconnect the Driveshaft from the Jet Unit Coupling.
 Remove the Carbon Earth Bonding Brush [107] and the Carbon Brush Holder [46] from the Stud [47]
fitted to the forward face of the Bearing Housing.
 Remove the oil drain Plug [105] at the bottom of the Bearing Housing.
 The factory fitted Drain Plug can be replaced with a drain valve (Hamilton Part number 206794). An
Ø5/8" I.D hose can be connected to the end of the valve for more convenient drainage. Valve
206794 is not a standard scope of supply and should be ordered separately if required.
9-28
9-Overhaul
Loosening the Coupling
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
The Coupling must be removed, but will be temporarily re-attached later to help with loosening the
bearing housing nut.
 Slacken the Coupling Nut Set Screw [50].
 Fit the Reaction arm tool to the Coupling and rotate the Mainshaft anti-clockwise until the reaction
arm tool locks onto some fixed part of the vessel.
 Attach the Nut Spanner(item [6] tool kit drawing) to the Coupling Nut [49] and unscrew two turns
only. This Nut is very tight so an extension pipe will have to be attached to the end of the swing
bar.
 Fit the multi-screw "Coupling Puller" Tool for the Coupling Flange fitted and tighten the Puller Cap
Screws [34] firmly. Strike the Forcing Bar [33] with a heavy hammer to free the Coupling off it's
taper.
 Remove the multi-screw "Coupling Puller" Tool from the Coupling but leave the "Reaction Arm" Tool
attached.
 Remove the Coupling, but leave the Coupling Key [48] on the Mainshaft.
Water Seal Setti ng Clips
Figure 18: Water Seal Setting Clips

1 Mainshaft
2 Water Seal Securing Grub Screw
3 Setting Clip Securing Screw
4 Setting Clip
Fitting the Water Seal Setting Clips

 Remove the Water Seal Inspection Hatch Cover and Gasket.
 Rotating the Mainshaft secure the Seal Setting Clips in position.
 Loosen off the 6 Grub Screws located around the circumference of the Water Seal, securing the
Water Seal to the Mainshaft.
9-29
9-Overhaul
Removing the KMT Bearing Retaining Lock Nut

 To remove the KMT Bearing Retaining Nut, partially withdraw the 3 Locking Screws located around
the circumference of the Nut.
 The brass Locking Pins are a force fit onto the Shaft and do not easily release from the threads of the
Mainshaft. To release the brass Locking Pins, firmly tap in the vicinity of the Locking Screws, with a
suitable hammer.
Figure 19: KMT Bearing Nut Details
1 Locking Screw 5 Round Bar

2 Locking Pin 6 Bearing Housing
3 KMT Nut 7 Coupling Key
4 Hammer 8 Coupling
If the KMT Nut is shrouded by the Bearing Retainer Plate, place one end of a bar in the vicinity if the
Locking Screw and lightly strike the opposite end until the Locking Pins release. If this fails, tighten the
KMT Nut slightly to remove any residual torque and tap the nut again using slightly heavier blows.
Figure 20: KMT Bearing Nut Removal

1 Reaction Arm Tool
2 Coupling
3 Bearing Retaining Plate
4 Bearing Nut Spanner
5 KMT Bearing Nut
9-30
9-Overhaul
 Fit the “Bearing Nut Spanner” Tool to the KMT Bearing Retaining Nut, ensuring that the “Tang” is
orientated vertically downwards.
 Fit the Coupling onto the Mainshaft and loosely fit the Coupling Nut.
 Rotate the Mainshaft clockwise until the "Tang" on the “Bearing Nut Spanner” locks against the
bearing Retainer Plate Nut
 Attach the "Reaction Arm" Tool in a suitable position on the Coupling so that an extension pipe can
be comfortably fitted to the end of the “Reaction Arm” Tool. (An extension pipe may be required as
the KMT Bearing Retaining Nut is torque loaded to a high torque.)
 Loosen the KMT Nut by rotating the Mainshaft clockwise using the “Reaction Arm” Tool.
 Remove the Coupling Nut, Coupling and Coupling Key from the Mainshaft.
 Remove the KMT Nut.
 Remove the forward Oil Seal Sleeve from the Mainshaft.
Removing the Bearing Retainer Plate

 The KMT Bearing Retaining Nut [38] must be removed to allow removal of the Bearing Retainer Plate
[39].
 Remove the 2 x Nuts [87] and Spring Washers [91] from Studs [55].
 Remove the Nuts [83] and Spring Washers [88] from Studs [52] securing the Bearing Retainer Plate
[39] onto the Bearing Housing [12].
 Slowly withdraw the Bearing Retainer Plate from the Bearing Housing. Take care to carefully
remove the following parts that will become free when the Bearing Retainer Plate is removed:
 Shims [42], [43] and [44].
 O-Rings [41] and [40].
 Bearing Pre-Load Springs [45].
 The Bearing Housing [12] may now be withdrawn along with all the internal components, from the
Studs [52] on the front of the Bearing Housing.
 Remove the rear Oil Seal Sleeve [31] from the Mainshaft.
 Watch for the small Key [33] which locates the Bearing Spacer [35] on the Mainshaft.
Dismantling the Bearing Housing

The Bearing Housing can now be dismantled on a work bench.
 Press out the Bearing Spacer [35] forward out of the Bearing Housing by pressing on the rear end of
the Bearing Spacer.
 This will push out the, Thrust Bearing [36], the Main Bearing [34] and the Bearing Spacer [35].
Checking for Wear

Thoroughly clean all components and then check the following parts for wear. Replace if any
significant wear or damage is found.
 Oil Seals [32] and their Sleeves [31]. The Sleeves may be turned end for end instead of being
replaced if they are worn on one side only. Seals should normally be replaced at every overhaul.
 Main Bearing [34].
 Bearing Spacer [35]. The mating faces of the Bearing Spacer.
 Thrust Bearing [36].
 Bearing Preload Springs [45]. Check for broken or distorted springs.
 O-Rings [40] and [41]. Replace if any cuts or deformation is found.
 KMT Bearing Retaining Nut. Check that the threads are serviceable and all the Locking Screws and
Locking Pins are present and not damaged.
9-31
9-Overhaul
Water Seal Replacement
Extreme care is needed if replacing the Water Seal while the vessel is afloat as water may enter
the vessel through the Intake Opening.
Never leave the Inspection Cover removed.
Do not dismantle the water Seal cartridge.

Do not remove the red Setting clips if the Water Seal has not been installed
Water Seal
Figure 21: Rotary Water Seal
Water Seal Assembly 10.1 Seal Ring Shell

1 O-Ring 10.2 Bellows Stack
2 Mating Ring Holder 10.3 Stationary Adaptor
3 Cup point Grub Screw 11 Bellows Cover
4 O-Ring 12 O-Ring
6 Mating Ring 13 Setting Clip
7 O-Ring 14 Countersunk Screw
8 Mating Ring Retaining Wire 15 Cap Screw
9 Seal Ring Insert 16 Spring Washer
10 Seal Assembly 17 Seal Face Holder
Water Seal Removal
For Item numbers marked thus (x) Refer: Figure "Water Seal" on Page 9-32
For Item numbers Marked thus [x] Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2
Do not dismantle the Water Seal Cartridge.
The Water Seal must be removed from the Jet Unit Mainshaft as a complete assembly. Before removal,
the Red Setting Clips must be fitted in position to prevent damage to the Seal faces Refer: Figure "Water
Seal Setting Clips" on Page 9-29.
Always ensure that the Grub Screws are replaced when re-fitting the Water Seal.
9-32
9-Overhaul
Water Seal Removal
This Jet Unit may be fitted with a Forced Water Lubrication System. This will have to
be disconnected before removing the Water Seal Inspection Cover.
 Ensure that the Mainshaft Support Tool [7] Refer: Drawing "HM52111002 Maintenance Tools" on
Page 11-25 has been fitted through the Main Inspection Cover opening to support the Mainshaft.
 Ensure that the Bearing Housing [15] has been removed. and the red setting clips fitted to the water
seal.
 Back of the grub screws (3) securing the water seal Mating Ring Holder (2)to the Mainshaft
 Unscrew and remove the Seal Face Retainer Nuts [87] and Spring Washers [91] on Studs [54] and
withdraw the Retainer [29] and Slinger [28].
 Screw two M8 bolts into the tapped holes in the Seal Face Holder [25] and withdraw the Seal Face
Holder complete with the Water Seal cartridge off the Mainshaft. If the Seal Face Holder does not
move easily, the following procedure can be used.
Alternative Procedure
Make up a special Puller:
 The Puller comprises 4 lengths of threaded rod and a plate with a central jacking screw.
 Screw the threaded rod into tapped holes in the plate and the Seal Face Holder [25].
 Turn the central Jacking Screw until the seal face holder clears the Bearing Housing.
 Slide the Water Seal and Seal Face Holder assembly forward off the Mainshaft.
 Remove the Capscrews (15) and Spring Washers (16) securing the Water Seal to the Seal Face
Holder.
Checking For Wear
Do not dismantle the Water Seal Cartridge.
Clean all components and check the following parts. Replace both the rotating and stationary seal
assemblies together if significant damage is found:
Water Seal Rotating Assembly.
The Water Seal must be replaced if:
 Leaking.
 Chipped or scratched faces
 Damaged O-Rings.
Seal Face Holder and O Ring.
Replace if cuts, damage or deformation are found.
Fitting a New Water Seal
The Tailpipe and Impeller must be fitted before fitting the Water Seal.
The new Water Seal will have Red Setting Clips fitted to hold the Seal at the correct initial gap.
These Setting Clips must Not Be Removed until the Water Seal and Seal Face Holder are
correctly located, the Bearing assembly has been fitted and the Locking Set Screws have been
tightened.
9-33
9-Overhaul
Water Seal Fitting

 Ensure that the Jet Unit Mainshaft is clean and free from scratches, burrs or O-Ring fretting. These
can be polished out with a fine emery paper.
 Ensure that the Mainshaft Support Tool has been fitted through the Main Inspection Cover opening,
to support the Mainshaft. Adjust the Mainshaft Support Tool to centralise the Mainshaft in the Intake.
 With the Water Seal Inspection Cover removed, wet the forward part of the Mainshaft with a 20 to 1
water and household detergent mix.
 From the forward end of the Jet Unit, fit the Rotary Seal Fitting Sleeve (Item 9, tool kit drawing), up to
the shoulder on the Mainshaft. Smear the Rotary Seal Fitting Sleeve with a 20 to 1 water to
household detergent mix.
 Lubricate the O Ring (8) on the outer face of the Stationary Adaptor (10.3) and O Ring (1) on the
inner face of the Mating Ring Holder (2), with a 20 to 1 water to household detergent mix.
 Lightly smear the Seal Face Holder O Ring (12) with grease and fit to the Seal Face Holder (17).
 Firmly press the Water Seal cartridge into Seal Face Holder (17) and secure the Water Seal to the Seal
Face Holder with Cap Screws and Spring Washers (15, 16). Tighten the Capscrews to 5N · m (4ft/lbs).
DO NOT OVER TIGHTEN.
 Lightly smear the contact faces of the Seal Face Holder and the opening in the water seal cavity with
a suitable grease.
 Ensure that the Water Seal securing Grub Screws (3) are backed off.
 Carefully slide the Seal Face Holder (17) complete with Water Seal Cartridge, along the Mainshaft
and over the Seal Fitting Sleeve. Take care not to disturb the O Rings fitted to the inner face of the
Water Seal.
 Align the stud holes in the Seal Face Holder with the Studs, fitted to the front of the Seal Face Holder
opening.
 Push the Seal Face Holder and Water Seal Cartridge fully home into the Water Seal cavity in the
Intake.
 Remove the Rotary Seal Fitting Sleeve from the shoulder on the Mainshaft.
Do not tighten the Water Seal securing Grub Screws (3). These will be tightened after the
Bearing Housing Assembly is re-fitted.
Do not remove the Setting Clips (13) until after the Bearing Housing is re-fitted.
 Fit the Slinger [28] onto the Mainshaft and slide up against the shoulder on the Mainshaft directly
behind the Seal Face Holder [25].
 Slide the Retainer [29] up the Mainshaft, over the Slinger and onto Studs [54].
 Secure the Seal Face Holder [25], Slinger [28] and Retainer [29] to the 8 Studs [54] with Nuts [87]
and Spring Washers [91]. Torque load to the recommended torque.
Bearing Housing Re-Assembly

Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2
Initial Assembly of the Bearing Housing
If the Bearing Housing has been removed from the Jet Unit as a complete assembly, ensure
that when re-fitting the Bearing Housing, the “Mainshaft End Float” is checked Refer: "Bearing
Clearance Adjustment" on Page 9-37.
If the “Mainshaft End Float” requires adjustment, ensure that the Water Seal Setting Clips are
fitted to the Water Seal and that the Grub Screws securing the Water Seal to the Mainshaft are
released prior to commencing Mainshaft End Float adjustment.
9-34
9-Overhaul
 Lubricate the rear Oil Seal Sleeve [31] and fit onto the Mainshaft. Push the Oil Seal Sleeve up against
the front of the Slinger [28].
 Fit the Bearing Spacer Locating Key [33] into its keyway in the Mainshaft.
 Place the Bearing Housing with the forward end of the Bearing Housing, face down on the
workbench.
 Using the “Seal Fitting Tool”, press a new Oil Seal [32] (with the spring facing the bearings) into the
recess in the rear of the Bearing Housing [12].
Figure 22: Bearing Housing Oil Seal Fitting Tool
1 The Press Plate is reversible and must be used in the direction shown
2 Oil Seal
 Preheat the Rear Bearing [34] and fit to the rear of the Bearing Spacer [35].
Do not exceed 125°C.
 Preheat the Bearing Housing [12] to 80°C to assist the fitting of the Rear Bearing [34] and the Bearing
Spacer [35] to the Bearing Housing.
 Prior to pre-heating the Bearing Housing, protect the Seal [32] from the heat.
 Fit the Rear Bearing [34] and the Bearing Spacer [35] into the Bearing Housing ensuring that the
Bearing [34] and the Bearing Spacer fit fully into the recess in the Bearing Housing.
 Fit the Bearing Housing complete with the Bearing Spacer [35] and Bearing [34] fitted, onto the
Mainshaft, ensuring that the cut out in the Bearing Spacer locates with the Key [33] on the Mainshaft.
 Push the Bearing Housing [12] rearwards into position on the Studs in the Intake.
 Fit the forward Bearing [36]onto the forward part of the Bearing Spacer already fitted inside the
Bearing Housing.
 Lubricate the forward Oil Seal Sleeve [31] and fit onto the Mainshaft. Push the forward Oil Seal
Sleeve [31] up against the Distance Sleeve [37].
9-35
9-Overhaul
Preparing the Bearing Retainer Plate [39]

 Lubricate a new Seal [32] with oil and from the rear of the Bearing Retainer Plate [39], using the
“Seal Fitting Tool”, press the Seal (with spring facing the Bearings) into the Bearing Retainer Plate
until the Seal is fully into the recess.
Figure 23: Bearing Retaining Plate Oil Seal Fitting Tool
1 The Press Plate is reversible and must be used in the direction shown
2 Oil Seal
 Fit the Pre-load Springs [45] into the Bearing Retainer Plate [39] using a smear of grease to hold the
springs in position.
 Lubricate new O-Rings [40] and [41] and fit onto the Bearing Retainer Plate.
 Lubricate the contact faces of the Bearing Retainer Plate [39] and the Bearing Housing [12] with
grease.
Fitting the Bearing Retainer Plate

 Initially refit Shims [42], [43], [44] of the same total thickness as was previously used onto the Studs
[52] on the front face of the Bearing Housing.
 Refit the Bearing Retainer Plate [39] complete with the Bearing Preload Springs [45] and O-Ring [40]
fitted, into position on the Studs [52].
 Fit the large M20 Nuts [83] with Spring Washers [88] onto the Studs and tighten Nuts [83] to the
recommended torque.
9-36
9-Overhaul
Fitting the KMT Bearing Locknut

 Prior to fitting the KMT Bearing Locknut, ensure that the Locking Screws are partially withdrawn and
that the Locking Pins are not protruding into the thread path of the KMT Locknut.
 Lubricate the KMT Bearing Lock Nut [38] with oil and assemble onto the Mainshaft, hand tight only.
 Fit the “Bearing Nut Spanner” onto the Mainshaft and up to the KMT Bearing Lock Nut.
 Temporarily fit the Coupling and Key [48] to the Mainshaft and secure hand tight only with the
Coupling Nut [49].
 Attach the "Reaction Arm" tool to the Coupling.
 Rotate the Mainshaft clockwise until the "Reaction Arm" tool locks onto some fixed part of the vessel.
 Using the "Bearing Nut Spanner" tool, tighten the KMT Bearing Lock Nut [38] to the specified torque
Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2 . An extension pipe must be attached
to the end of the "Bearing Nut Spanner" to achieve the required torque.
Do Not tighten the 3 KMT Bearing Locknut Set Screws located around the circumference of
the KMT Nut until the Bearing Clearance has been completed.
 Remove the Coupling, and Key [48] and the “Bearing Nut Spanner” from the Mainshaft . Leave the
"Reaction Arm" tool attached to the Coupling.
Bearing Clearance Adjustment

 Check the Mainshaft axial clearance as follows:
 Attach a dial gauge onto the Mainshaft.
 Move the Mainshaft axially fore and aft using either a lever or an Enerpac Ram.
 Check that total end float movement is between the following limits.
Mainshaft End Float Clearance

Minimum 0.13 mm (0.005")
Maximum 0.18 mm (0.007")
 Alter the total thickness of the Shims [42],[43],[44] fitted between the Bearing Retainer Plate and the
Bearing Housing to achieve the correct end float clearance. Shim thickness' of 0.05, 0.13 and
0.25mm (0.002, 0.005, and 0.010") are available.
 Lightly tighten the 3 KMT Bearing Locknut Set Screws located around the circumference of the KMT
Nut until the locking pins engage in the Mainshaft threads.
 Continue tightening the Locknut Set Screws, alternating around until all 3 Locknut Set Screws are
tightened to the recommended torque.
 On completion of the Bearing Clearance Adjustment, refit the Carbon Earth Bonding Brush [107] and
the Carbon Brush Holder [46] to the Stud [47] fitted on the upper front face of the Bearing Retainer
Plate [39].
Re-Attaching the Coupling

 Lubricate all mating surfaces of the Coupling, Mainshaft, Key [48] and the Coupling Nut [49].
 Fit the Coupling Key [48], Coupling and Coupling Nut [49] onto Mainshaft. Note that the Coupling
should still have the "Reaction Arm" Tool attached.
 Rotate the Mainshaft clockwise until the " Reaction Arm" Tool locks onto some fixed part of the
Vessel.
 Attach the Coupling Nut Spanner (Item 6 tool kit drawing)" to the Coupling Nut [49] and with a
torque wrench, tighten to the torque as specified Refer: Drawing "HM52101002 Base Jet Standard"
on Page 11-2.
 Tighten the Coupling Nut Set Screw [50] to the recommended torque.
 Check that the Mainshaft assembly will rotate by pulling on the "Reaction Arm" Tool.
9-37
9-Overhaul
Final Assembly of the Water Seal
The Water Seal Cartridge must remain clean and free of Grease and Oil
The Final Assembly of the Bearing Housing and Tailpipe must be completed before
securing the Water Seal in its final operating position.
To complete the fitting of the Water Seal, carry out the following operations:-
 With the fitting of the Bearing Housing and Tailpipe completed, remove the Mainshaft Support Tool
from the Main Inspection Cover opening in the Intake and refit the Main Inspection Cover [5] and
O-Ring [6] over the Studs [7] fitted to the Main Inspection Cover opening.
 Fit Special Washer [93] and Nuts [83] to the Studs [7] to secure the Main Inspection Cover [5] to the
Intake. Torque load to the recommended torque.
Do not remove the Red Setting Clips (13) until ALL the Water Seal securing Grub Screws (3)
are tightened to secure the Water Seal to the Mainshaft.
Ensure that the Red Water Seal Setting Clips (13) are retained for fitting to the Water Seal
when the Water Seal is either removed or replaced.
Refer: Figure "Water Seal" on Page 9-32
 If a new Water Seal has been fitted, back off Grub Screws (3) until a few threads are visible, apply a
few drops of Loctite 222 to the threads and tighten the Grub Screws onto the Mainshaft. Torque load
to the recommended torque.
 If the old Water Seal is being re-fitted, discard the old Grub Screws (3). Coat the threads of the new
Grub Screws with a few drops of Loctite 222 and fit to the Mating Ring Holder (2). Tighten the Grub
Screws onto the Mainshaft. Torque load to the recommended torque.
 Remove the Screws (14) and the Red Setting Clips (13).from the Water Seal.
 Refit the Gasket [9] and Water Seal Inspection Cover [8] to the Studs [10] fitted to the Water Seal
Inspection opening. Fit Flat Washers [95] and Nuts [85] to secure the Water Seal Inspection Cover
and torque load to the recommended torque.
 Using the Reaction Arm Socket and Wrench as a handle, check that the Mainshaft Assembly will
rotate.
 Fill the Bearing Housing [12] with the recommended oil until the dipstick oil level reaches the full
mark. Do not overfill Refer: "Recommendations for Lubricants and Oils" on Page 10-33
 Ensure that the correct Dipsticks are being used for port and starboard Jet Units Refer: Drawing
"HM52105000 Jet Dipstick Options" on Page 11-6
Internal Anode Replacement

Refer: Drawing "HM52108002 Installation Details" on Page 11-22, "HM52113002 Anode Location" on
Page 11-28
Intake Internal Anode

9-38
9-Overhaul
Tailpipe Area - Removal and Overhaul
Removal of the Reverse Duct and Steering Assembly

To overhaul the Tailpipe, the Reverse Duct, and Steering Linkages and Steering Assembly must be
removed.
Impeller - Checking for Wear
The wear of the Impeller should be checked prior to commencing overhaul Refer: "Impeller
Check for Wear and Damage:" on Page 8-12.
Before dismantling the Tailpipe and Impeller Race end of the Jet Unit, remove the Main Inspection Cover
[5] and carry out the following checks.
 Using Feeler Gauges, check the clearance between the tips of the Impeller Blades and the Wear Ring
at each side of the Impeller Not at the top or bottom of the Impeller. Refer: "Impeller Blades:" on
Page 8-12
Tailpipe Area - Dismantling
The Nozzle and Tailpipe can be removed as one unit if no work is to be done on the Marine
Bearing.
Removing the Tailpipe from the Impeller Race

To remove the Tailpipe from the Impeller Race, do the following:-
 Ensure that the "Mainshaft Support" Tool has been fitted and that the full weight of the Mainshaft and
Impeller is carried by the "Mainshaft Support" Tool Refer: Drawing "HM52111002 Maintenance
Tools" on Page 11-25.
 From outside the vessel, using approved lifting equipment, support the weight of the Tailpipe.
 Unscrew the Nuts [82] and Flat Washers [92] from the lower Studs [66].
 Unscrew Nuts [83] and Flat Washers [93] from the upper Studs [67] attaching the Tailpipe [68] to the
Impeller Race [57].
 Two Jacking Screws [62] are provided to separate the joint between the Impeller Race and the
Tailpipe.
 Screw in the Jacking Screws until the Tailpipe separates from the Impeller Race.
 Carefully slide the Tailpipe complete with Marine Bearing off the Impeller Race.
 Remove the O-Ring [56] fitted between the Impeller Race and the Tailpipe.
 Check the security of the Dowels [2] fitted to the Tailpipe, these should remain fitted to the Tailpipe.
If these Dowels are found to be loose, refit to the Tailpipe using Loctite 680.
9-39
9-Overhaul
Removing the Impeller and Impeller Race

 Remove the Transom Assembly Refer: Drawing "Transom Plate and Seal Ring Re-Fitting" on Page
9-48.
 Slacken the Impeller Nut Grub Screw [16].
 Fit the "Reaction Arm" tool to the Coupling and rotate the Mainshaft until the "Reaction Arm" tool
locks onto some fixed part of the vessel.
 Attach the "Coupling and Impeller Nut Socket" tool with a 1" drive swing bar to the Impeller Nut
[14]. This Nut is tightened to a high torque and so an extension pipe will have to be attached to the
end of the swing bar to loosen the Coupling Nut. Once loosened, remove the Impeller Nut.
 Remove the Bearing Sleeve [17] from the Mainshaft.
 Disconnect the Fairing Ring [21] from the Impeller by removing the Cap Screws [22]. This loosens
the Impeller Seal [19] that seals between the Mainshaft and the Impeller.
 Fit the "Impeller Puller" tool to the rear of the Impeller and tighten the bolt.
 Free the Impeller by applying sharp blows to the bolt with a heavy hammer.
 Withdraw the Impeller off the Mainshaft.
 Remove the Impeller Key [18], Impeller Seal Washer [20] and Impeller Seal [19]. Inspect the
Impeller Seal and replace if any signs of wear or damage are found.
The Impeller Race need not be removed unless worn or corroded or the wear ring needs
replacement
 Remove the Nuts [83] and Flat Washers [93] from the Studs [53] attaching the Impeller Race [57] to
the Intake [1].
 Two Jacking Screws [62] are provided to separate the joint between the Impeller Race and the Intake.
 Screw in the Jacking Screws until the Impeller Race separates from the Intake.
 Carefully remove the Impeller Race [57] from the Intake.
 Remove the O-Ring [56] fitted between the Impeller Race and the Intake.
 Check the security of the Dowels [2] fitted to the Intake, these should remain fitted to the Intake. If
these Dowels are found to be loose, refit to the Tailpipe using Loctite 680.
Impeller Race External Anode

Check the condition of the Anodes Refer: "Anodes:" on Page 8-10, "Anode Replacement" on Page 9-4
and replace if necessary. Refer: "Anode Replacement" on Page 9-4
Replacing the Wear Ring

If the Wear Ring [58] shows obvious signs of wear, corrosion or bulging inwards it should be replaced
along with the Insulator [60].
9-40
9-Overhaul
Removal of the Wear Ring and Insulator Strip
Figure 24: Wear Ring Removal

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

 Trial fit the new Wear Ring into the Tailpipe with no Insulator fitted.
 There should be a gap of 1mm ±0.1 between the mating ends of the Wear Ring when completely
inserted into the Tailpipe bore.
The Wear Ring may not fit without filing the mating ends slightly to reduce the
circumference.
Do Not Remove too Much Metal from the ends of the Wear Ring.
The Wear Ring must be a tight fit in the Tailpipe once the Insulator is fitted.
9-41
9-Overhaul
Fitting a New Insulator

 Paint the Impeller Race with a thin layer of two pot vinyl etch primer suitable for aluminium and
allow to dry. (Alternatively Zinc Phosphate may be used)
 Apply a thin coat of zinc phosphate epoxy primer suitable for aluminium, (such as International
Paints Intercure 200 HS) and allow to dry.
 Apply a second coat of zinc phosphate epoxy primer. While the primer is still wet, fit a new Insulator
into the Impeller Race, ensuring the Insulator is in contact with the primer over the whole surface.
 Smear the complete Insulator surface with a thin layer of grease or oil.
Fitting a New Wear Ring
Figure 25: Wear Ring Replacement
Step A
 Take a new Wear Ring and with the chamfer end leading, butt the strip at the chamfers by twisting
slightly (this reduces the lead in diameter).
Step B
 Gradually feed the Wear Ring inside the Insulator fitted in the Impeller Race until it butts fully.
 Slide the Wear Ring in evenly as far as possible by hand.
Step C
 Place a heavy steel plate against the edge of the Wear Ring (The plate is used to prevent damage to
the end of the Wear Ring and should cover whole diameter of Wear Ring).
 Drive the Wear Ring evenly into the Impeller Race by hitting the plate with a large hammer.
 Continue driving the Wear Ring into the Impeller Race until the Wear Ring sits flush or slightly below
both outer flanges of the Impeller Race
 The Wear Ring must not contact any part of the Jet Unit except for the Insulating Strip.
The Wear Ring is in the correct position when the Wear Ring sits flush with the forward and
rearward faces of the Impeller Race as shown in the figure below. This gap must be maintained to
prevent electrical contact between the Wear Ring and the Tailpipe / Intake of the Jet Unit.
9-42
9-Overhaul
 On completion of the fitting of the Wear Ring, electrical insulation between the Wear Ring and the
Impeller Race casting should be checked, using a multimeter. The resistance reading should be more
than 1000 ohms.
Figure 26: Wear Ring Fitting Position

1 109266 Wear Ring Insulator 5 201414 Marine Sealant
2 109122 Wear Ring 6 202382 Tailpipe
3 108391 O-Ring 7 108686 Intake
4 109119 Impeller Race
Impeller Area - Overhaul
Welding
Avoid using excessive heat during welding.
All welds must be passivated 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. Passivation is required after welding is completed.
Inspection
 Inspect all surfaces of the Impeller for any sign of corrosion damage. Damaged areas should be weld
repaired and dressed back to a smooth surface.
 Check the Impeller leading and trailing edges for damage. In particular the outer corners of a blade
may be bent if the Impeller has been dropped or mishandled. Bent or dented blades may be
straightened using suitable tools. Bring the blade back to it's original smooth profile checking against
undamaged blades.
 Inspect the leading edges, excessively worn or blunt leading edges may be built up by welding. Blunt
Impellers cause loss of performance and sometimes cavitation.
 Check the Impeller O.D.
9-43
9-Overhaul
Blade Leading Edge Repair Procedure

Refer: Drawing "82207 Impeller Dressing Information" on Page 11-33
Dress the edge back to a smooth curve, removing the minimum amount of metal.
Weld repair damaged edges.
Dress both faces of the blade. Take slightly more metal off the rear side until the leading edge is the
correct thickness.
Blend well back into the original blade surface.
Both front and rear surfaces are to be a smooth uniform curve with no sudden bumps or change in
direction.
Grind or file a smooth radius along the leading edge.
Impeller Outside Diameter (O.D.) Repair Procedure:

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

518.7 518.3 516.4
Balancing
The Impeller must be balanced if any welding or grinding has been done.
Balance the Impeller statically, on a suitable mandrel set on horizontal knife edges or bars to within the
maximum out of balance specified.
Balance weights of 316 Stainless Steel may be welded to the inside of the Impeller Hub and grinding is
permitted.
Passivation
Appropriate safety glasses, protective gloves and clothing must be worn to prevent skin
exposure to Nitric Acid.
If the Impeller has been welded, passivation is required.

Immerse the Impeller in hot 30% Nitric Acid for at least 2 hours.
Rinse in clean water.
If Nitric Acid immersion is not possible, a "Brush On" pickling / passivation gel may be used on weld and
heat affected areas.
9-44
9-Overhaul
Tailpipe Overhaul
Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2, "HM52106005 Steering Assembly" on
Page 11-8
Checking the Marine Bearing for Wear

The wear of the Marine Bearing should have been checked prior to commencing Overhaul Refer:
"Marine Bearing - Inspect:" on Page 8-12.
If the Marine Bearing sleeve is badly scored or worn it should be replaced.
To replace the Marine Bearing do the following:
Replacing the Marine Bearing [69]

 Remove the Cap Screws [16] securing the Tailpipe Fairing [70] to the Tailpipe [68].
 Press out the Tailpipe Fairing [70] first, followed by the Marine Bearing [69]. If the Marine Bearing
is tight to remove, ensure that the Tailpipe is supported at the Hub rather than at the outer shell, to
avoid overloading the Stator Vanes.
To avoid damaging the Stator Blades when the Bearing is excessively tight, place an
insert aft on the Bearing and press the Fairing out towards the rear. Turn the Tailpipe over
and support it at the Bearing Hub, press the Bearing forward out of the Tailpipe.
 Clean out the bore and repaint with a two pot zinc chromate etch primer.
 Grease the Tailpipe bore before pressing in the new Marine Bearing.
 Refit the Tailpipe Fairing [70] to the Tailpipe using a small amount of Loctite 263 in the corner of the
Tailpipe Fairing lip only. Apply Loctite 222 to the Cap Screws [16] and tighten to secure the
Tailpipe Fairing [70] to the Tailpipe.
Repair of the Reverse Duct Pivot Pin Inserts

The Tailpipe is fitted with two Stainless Steel Inserts [17] for the Pivot Pins [16] to thread into. If the
Inserts [17] are worn, they should be replaced.
To replace the Pivot Pin Inserts [17] do the following:-
 With the Reverse Duct removed from the Tailpipe, unscrew the Pivot Pin Insert from the Tailpipe. It
may be necessary to apply light heat to the Tailpipe in the area of the Pivot Pin Insert to break the
Loctite seal.
 Clean out the Pivot Pin Insert bores in the Tailpipe, ensuring that all old Loctite and activator is
removed from the threads.
 Apply a thin coat of Loctite Primer 7471 to the threads of the Pivot Pin Insert [17] and allow to dry.
 Apply Loctite 680 to the female threads in the Tailpipe and the threads of the Pivot Pin Insert in
sufficient quantity to fill all the engaged threads.
 Screw the Pivot Pin Inserts into the Tailpipe until they bottom out then tighten firmly.
 Wipe off any excess Loctite from around the Pivot Pin Inserts and the Tailpipe.
Loctite Activator 7471 must be used to refit the Pivot Pin Inserts [17] otherwise the Loctite
680 will not cure and retain the Inserts in position.
There are to be NO dry areas between the Pivot Pin Inserts and the bores in the tailpipe
once the Pivot Pin Inserts [17] are fitted.
9-45
9-Overhaul
Internal tailpipe anodes

External Tailpipe Anodes

Re-Fitting the Impeller

 Smear a light coating of grease over the Mainshaft [13] from in front of the Impeller Seal [19] position
all the way to the rear of the Mainshaft.
 Fit the Impeller Fairing [21], Impeller Seal [19] and Seal Washer [20] in that order and slide forward
of the taper.
 Fit the Impeller Key [18] to the Mainshaft, ensuring that the Dowel [23] is correctly located.
 Fit the Impeller into position over the Impeller Key ensuring that the Impeller Key locates in the
cut-out in the Impeller.
 Fit the Bearing Sleeve [17]. The slot in the end of the sleeve must locate over the protruding Key [18].
 Prevent the Mainshaft rotating by fitting the "Reaction Arm" tool to the Coupling.
 Fit the Impeller Nut [14] to the Mainshaft, ensuring that O Ring [15] is fitted. hand tighten only to
retain the Impeller on the Mainshaft.
The Impeller Nut is NOT TO BE torque loaded until the Impeller Race and the Tailpipe
have been re-fitted.
Re-Fitting the Impeller Race

Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2
 Lubricate and fit a new O-Ring [56] onto the spigot on the forward end of the Impeller Race.
 Lubricate and fit the small O-Ring [38],to the Push Rod boss recess in the Intake. The original
O-Ring should be replaced if any sign of wear or damage is found.
 Apply Marine Sealant to the recess in the Impeller Race that locates the O-Ring [56] and then place
the O-Ring in the recess. The Marine Sealant serves to hold the O-Ring in place during assembly as
well as helping to seal the joint. The original O-Ring should be replaced if any sign of wear or
damage is found.
 Clean and lubricate the mating faces and Studs of the Impeller and Intake.
 Ensure that the Jacking Screws [62] fitted in the Impeller Race have been backed off.
 Fit the Impeller Race [57] over the Impeller and forward onto the Studs [53] until the Spigot and
Dowels [2] fitted to the Intake are engaged into the drilled holes in the Impeller Race.
 Ensure that the Steering Tubes in the Impeller Race align with the Seal Bushes [36] in the Intake.
 Adjust the height of the "Mainshaft Support" tool to align the Impeller with the Impeller Race and to
allow the Impeller Race and Intake to mate together.
 Fit the Flat Washers [93] and Nuts [83] to the Studs [53] fitted to the rear of the Intake to secure the
Impeller Race to the Intake. Tighten Nuts [83] to the recommended torque.
 Refit the Transom Plate Refer: Drawing "Transom Plate and Seal Ring Re-Fitting" on Page 9-48.
9-46
9-Overhaul
Re-Fitting the Tailpipe

 Lubricate and fit a new O-Ring [56] onto the spigot on the rearward end of the Impeller Race.
 Lubricate and fit the small O-Ring [38] to the Push Rod boss recess in the Tailpipe. The original
O-Ring should be replaced if any signs of wear or damage are found.
 Apply Marine Sealant to the recess in the Tailpipe that locates the O-Ring [56] and then place the
O-Ring in the recess. Marine Sealant serves to hold the O-Ring in place during assembly as well as
helping to seal the joint. The original O-Ring should be replaced if any signs of wear or damage are
found.
 Wipe the Bearing Sleeve [17] clean of any grease. Dust the inside of the Marine Bearing [69] with
French Chalk or Talc.
 Clean and grease the mating faces of the Impeller Race and Tailpipe and the Studs [67] fitted to the
rear face of the Impeller.
 Ensure that the Jacking Screws [62] fitted in the Tailpipe Flange have been backed off.
 Fit the Tailpipe over the Bearing Sleeve and slide the Tailpipe forward until the Dowels [2] fitted to
the Tailpipe are engaged with the drilled holes in the Impeller Race.
 Ensure that the Seal Bushes in the Tailpipe align with the Steering Tubes in the Impeller Race.
 Fit Special Washers [93] and Nuts [83] to the Studs [67] fitted to the rear face of the Impeller Race
and tighten to the recommended torque.
 Fit Flat Washers [92] and Nuts [82] to Studs [66] fitted to the rear face of the Impeller, attaching the
Tailpipe to the Impeller Race. Tighten to the recommended torque.
Tightening the Impeller Nut

 Prevent the Mainshaft from rotating by fitting the "Reaction Arm" tool to the Coupling.
 Ensure that the Impeller Nut has been fitted to the Mainshaft and that O Ring has been fitted to the
Impeller Nut.
 Attach the "Coupling & Impeller Nut Socket" Tool with a 1" drive torque wrench to the Impeller Nut
and tighten to the specified torque Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2.
 Fit and tighten the Set Screw using Loctite 222 to secure the Set Screw.
Refitting the Impeller Fairing

 Remove the "Mainshaft Support".
 Working through the Inspection Cover [5], slide the Impeller Seal Washer [20], Impeller Seal [19]
and the Impeller Fairing Ring [21] into position at the Impeller Nose.
 Tighten Fairing Ring Set Screws [22] evenly to secure the Fairing onto the nose of the Impeller.
Refitting the Nozzle / Nozzle Housing Components

Refer: "Nozzle Assembly Re-Fitting" on Page 9-22
9-47
9-Overhaul
Transom Plate Assembly Overhaul

Refer: Drawing "HM52108002 Installation Details" on Page 11-22
The Transom Plate should only be removed if damaged, a leak is detected around the Transom
Seal Ring or the Impeller Race is to be removed.
The Nozzle, Tailpipe, Reverse Duct, Reverse Cylinders and the Steering Assembly will need to
be removed before the Transom Plate can be removed. Refer to the relevant Overhaul Sections
to remove the above equipment.
Transom Plate Anodes

Transom Plate and Seal Ring Removal
The Header Ring and the Sealing Ring should not be removed unless they are suspect of
leaking or unless the Header Ring, the Seal Ring or Transom Plate are corroded or damaged.
To remove the Header Ring and replace the Seal Ring, do the following:
 Remove the Reverse Duct Refer: "Reverse Duct Overhaul" on Page 9-6.
 Ensure that the Reverse Cylinder Mainshaft has been disconnected and the Gland Housing has been
removed from the Transom Plate.
 Slacken and remove the Header Ring attachment Nuts [20] and Spring Washers [21] from Studs [19].
 Remove the Header Ring [17] and the Seal Ring [18] from the Transom Plate and withdraw them
over the Reverse Cylinder and off the rear of the Jet Unit.
Should the Transom Plate require repair or replacement continue as below:-
 Slacken and remove Bolts [6] and Nuts [8] and remove complete with Flat Washers [11] and Spring
Washers [13].
 The Transom Plate can now be removed from the Jet Unit.
The Transom Plate is secured to the Transom using. Some effort may be required to separate
the Transom Plate from the Transom.
 Separate the Transom Plate from the Transom and remove from the jet Unit.
 Clean off all the old Marine Sealant from the Transom Plate and the Transom and examine for
damage and corrosion. Replace or repair as required.
 Clean and examine the Header Ring [17] for damage, distortion and corrosion. Replace as required.
 Clean and examine the Seal Ring [18] for damage cuts or perishing. Replace as required.
9-48
9-Overhaul
Transom Plate and Seal Ring Re-Fitting

 Smear the Transom to Transom Plate attachment holes with Marine Sealant [15].
 Smear the Transom Plate interface around the Transom-to-Transom Plate attachment holes with
Marine Sealant [15].
 Fit Flat Washer [11] to the Bolts [6] prior to fitting the Bolts.
 Ensure that the holes in the Transom Plate and the Transom are liberally coated with Marine Sealant
[15] before fitting the Bolts [6].
 From the Tailpipe end of the Jet Unit, slide the Transom Plate up the Jet Unit and over the Reverse
Cylinder.
 Ensure that the Transom Plate is correctly located over the Impeller Race.
 Attach the Transom Plate to the Transom with Bolts [6], Nuts [8] and Spring Washers [13] ensuring
that the Flat Washers [11] are fitted to the outside faces of both the Transom Plate and the Transom.
 Tighten to the recommended torque.
 Wipe of excess Marine Sealant from around the Transom plate/transom.
 Refit the Sealing Ring [18] onto the Studs [19] in the channel between Transom Plate and the Jet
Unit.
 Fit the Header Ring [17] onto Studs [19] and secure to the Transom Plate using Spring Washer [21]
and Nut [20]. Tighten to the recommended torque.
 Refit the Gland Housing to the Transom Plate and refit the Reverse Cylinder Mainshaft through the
Gland Housing Refer: "Reverse Push Rod Gland - Refit to the Jet Unit" on Page 9-11.
 Connect the Reverse Cylinder to the Reverse Duct Refer: "Reverse Cylinder - Refit to the Jet Unit" on
Page 9-11.
On Completion of the refit of the Transom Plate to the vessel, the Nozzle and Tailpipe,
Reverse Duct and Reverse Cylinders and the Steering Assembly will have to be re-fitted
to the Jet Unit. Refer to the relevant Overhaul Sections of this Manual to refit the above
equipment. Refer to the appropriate drawings in the relevant Sections of this Manual.
9-49
9-Overhaul
Overflow Preventer (Optional Extra)
Figure 27: Overflow Preventer
1 112963 Overflow Preventer 7 201386 M16 Flat Washer

2 201312 M16 Nut 8 201323 M16 Half Nut
3 201397 M16 Spring Washer 9 030657 M16x70 Stud
4 104885 Main Inspection Cover 10 201383 M8 Flat Washer
5 063285 Drain Plug 11 201218 M8x20 Machine Screw
6 107298 Drain Connector 12 200983 O-Ring
Refer: Drawing "HM52101002 Base Jet Standard" on Page 11-2, "HM52110001 Overflow Preventer" on
Page 11-24
The Overflow Preventer 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.
It is attached to the top of the Intake around the outside of the Main Inspection Cover.
It provides an increase of approximately 300 mm in allowable water level height.
Overflow Preventer Fitting

Carefully remove the Main Inspection Hatch Cover.
Smear the underside of the Overflow Preventer with Marine Sealant (C).
Fit the Overflow Preventer over the Inspection Cover opening and secure with Countersunk Screws.
Remove any excess Marine Sealant.
Make sure the Drain Bung is closed.
Refit the Inspection Cover and tighten Nuts to the specified torque.
Drain any water from inside the Overflow Preventer.
A ½" ID Hose can be fitted to the Drain Bung to carry water to the vessel bilge.
Make sure there are no water leaks from the Drain Bung or from under the Overflow Preventer.
9-50
9-Overhaul
Overflow Preventer Removal

Carefully remove the Inspection Cover.
Remove the Overflow Preventer.
The Overflow Preventer has been attached using Marine Sealant and may require some effort
to remove.
Clean off any old sealant from around the Inspection Hatch.
Refit the Inspection Hatch Cover. Tighten Nuts to the recommended torque.
Make sure the Inspection Hatch Cover is not leaking.
Intake Screen
Intake Screen Removal

Support the Screen with suitable lifting equipment,
Remove the Nuts and Washers securing the Screen to the underside of the Transition Duct.
Lower the Screen off the Studs and remove from the vessel for repair or refurbishment.
Intake Screen Re-Fitting

Ensure that the 8 Studs that support the front and rear of the Screen are securely fitted to the Transition
Duct. If the Studs are loose, refit using Loctite 263.
Using suitable lifting equipment, fit the Screen to the Studs on the underside of the Intake.
Tighten nuts to the recommended torque.
9-51
9-Overhaul
9-52
10-Appendix
10 - Appendix
In This Section
Conversions ....................................................................................................... 10-2

Loctite Application Guide.................................................................................. 10-3
KMT Nut Fitting and Removal ........................................................................... 10-12
Installation Checks ............................................................................................ 10-14
Commissioning Checks ..................................................................................... 10-18
Aluminium Weld Procedure .............................................................................. 10-26
Threaded Fastener Tightening Torques .............................................................. 10-28
Recommendations for Lubricants and Oils ........................................................ 10-33
Drivers Guide .................................................................................................... 10-37
10
10-1
10-Appendix
Conversions
Torque Liquid Measure (Imperial)

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

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

85144 Issue F
General Practice
No smoking in the presence of Primer, Activator or Accelerator, as these products are highly
flammable. Never mix Primer or Activator and Adhesive directly as liquids. For additional
safe handling procedures refer to the product material safety data sheets (MSDS) and
technical data sheets (TDS) available from www.Loctite.com
 All parts must be free from oil and or grease. Do not use paint thinners for cleaning. Use solvent or
degreaser such as Methylated Spirits, Trichlorethylene or Acetone.
 All painted bores must be fully cured before the application of Loctite.
 Fixing and full cure times for all Loctite will be increased at reduced temperatures.
 To prevent the product from clogging in the nozzle, do not allow the tip to touch metal surfaces
during application.
 In general, nuts that secure anodes use Loctite 243 and a spring washer. Anodes in internal water
passages use nylocnuts, external anodes use plain nuts.
Primers, Activators and Accelerators

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

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

243 Blue Medium Strength Threadlocker:

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

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

325 Amber Structural Adhesive:

542 Brown Hydraulic Thread Sealant:

Additional Notes for Equivalents

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

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

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

Primer will be used in all retaining applications.
Do not apply primer to LG2 Bushes
1 - Apply Primer to whole surface of Bore and allow to dry before fitting.
2 - Apply Loctite to whole surface of Bore and front of Bush before fitting.
 There are to be no dry areas between the Bush and the Bore.
 Rotate Bush when fitting to distribute the Loctite evenly
For Press Fitted Bushes, coat the entire Bush and Bore before pressing in the Bush.
Painted Intercure Bores, Stainless Steel Bushes
Loctite Colour Primer, Activator, Accelerator Loctite Cure Speed with Primer
325 AMBER Type Drying Time Partial Full
Activator 1-3 Min 5 Min 24 Hrs

7075
Bushes, Sleeves, Composite Bush Assemblies. (high strength adhesive) Activator will
be used in all retaining applications.
325 Loctite will not cure without the Activator. Do not apply Activator to painted
Bores.
1 - Apply Activator to outside of Bush and allow to dry.
2 - Apply Loctite to whole surface of Bore and outside of Bush before fitting Bush.
 There are to be no dry areas between Bush and Bore.
10-5
10-Appendix
Painted Gloss Bores, Stainless Steel Bushes

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

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

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

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

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

(Optional) n/a Without Primer 20 Min 6 Hrs
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
10-Appendix
D-Glide Thrust Washers

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

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


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
10-Appendix
Water Offtake Bungs and Hose Tails

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

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

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

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


Mainshaft Nuts (medium strength thread locking)

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

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

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

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

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


Tailpipe Inserts (high strength thread locking).

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
10-Appendix
Steel Cylinders and AB2 Frontheads
542 BROWN Type Drying Time Partial Full
n/a n/a 45 Min 24 Hrs
Steel Cylinders and AB2 Frontheads (Med strength hydraulic thread sealant)
Leave the first thread free of sealant.
Force the sealant into the threads to thoroughly fill all threads.
1 - Apply Loctite to the leading threads of the cylinder (Fronthead end only).
Assemble the Fronthead to the Cylinder and tighten firmly.
Stainless Steel Cylinders and Backheads
Stainless Steel Cylinders & Backheads (Med strength hydraulic thread sealant).
Leave the first thread free of sealant.
Force the sealant into the threads to thoroughly fill all threads.
1 - Apply Loctite to the leading threads of the Cylinder (Backhead end).
2 - Apply Loctite to the Shaft threads (Piston end).
3 - Apply Loctite to the Shaft thread (Connector end).
Fit the Shaft into the Piston and Connector and tighten the Backhead to the torque
specified on the assembly drawing.
Tapered Male Nipples into Female Holes
Tapered Male Nipples in Female Holes (Medium Strength Hydraulic Thread

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

Dowel retention (extra high strength retaining).

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

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

1 - Apply Primer to bottom half of Shaft and allow to dry.
2 - Apply Loctite to the Bore of the Mounting Block and the bottom half of the
Shaft.
Heat the Mounting Block if required.
Press the Shaft into the Mounting Block.
Remove excess Loctite from the top half of the Shaft
10-11
10-Appendix
KMT Nut Fitting and Removal

Technical Data
Material High Strength Steel
Finish Phosphated and Saturated with
Oil
Locking Screws P6SS ISO/913, Grade 12.9
Locking Pins Hard Drawn Brass
Thread Tolerance 5H ISO 965/3
Recommended Shaft Thread 6g
Tolerance
General
The KMT Nut is quite simple to fit, as each Nut is provided with 4 cut-outs and 2 Spanner Flats on its
outer surface. The KMT Nut also has a number of radial and axial holes which can be used for tightening
the Nut.
A Hook or Impact Spanner is recommended for the fitting and removal of the Nut but Open Ended or
Adjustable Spanners may be used.
The KMT Nut is locked in position by means of the 3 Locking Screws, tightened to the recommended
torque, using a Socket / Allen Key or a Torque Wrench.
Fitting the KMT Nut

Prior to fitting the KMT Nut, ensure that the Locking Screws are partially withdrawn and that the Locking
Pins are not protruding into the thread path of the KMT Nut.
Fit the Nut to the Shaft and torque load to the recommended torque.
Screw down the Locking Screws evenly so that the brass Locking Pins contact the screw threads of the
Shaft.
Torque load the Locking Screws evenly to the recommended torque.
Do not over tighten.
KMT Bearing M6 Locknut Screws - 5 N · m (4ft/lbs).
Removing the KMT Nut

To remove the KMT Nut, partially withdraw the 3 Locking Screws located around the circumference of
the Nut.
The brass Locking pins are a force fit onto the Shaft and do not easily release from the threads of the
Shaft. They can be released by lightly tapping in the vicinity of the Locking Screws, with a suitable
hammer.
In some applications, the KMT Nut is shrouded by the Bearing Housing, restricting access. To overcome
this, a long bar may be used by placing one end in the vicinity of the Locking Screw and lightly striking
the opposite end of the bar with a suitable hammer. Refer to KMT Nut Image below. If this fails to release
the pins, tighten the KMT Nut slightly to remove any residual torque and tap the nut again using slightly
heavier blows. Unscrew the KMT Nut and remove from the Shaft.
10-12
10-Appendix
Figure 28: KMT Bearing Nut Details
1 Locking Screw 5 Round Bar

2 Locking Pin 6 Bearing Housing
3 KMT Nut 7 Coupling Key
4 Hammer 8 Coupling
10-13
10-Appendix
Installation Checks
Jet Unit Mounting
Item Check Completed

1 Check the Intake Block is flush with the exterior of the Hull bottom.

2 Check that there are no flow obstructions forward of the Intake (Refer to the
Hull details in Jet Designers Manual). Make a record of the size and position
of any through Hull penetrations or strakes around the Jet area, for use when

commissioning the Jet Unit.
3 Inspect the Intake Base Flange for obvious distortion or gaps between the
Intake base Flange and the Hull. 
4 Check the Intake Gasket (or silicon sealant) between the base and the
mounting surface has not squeezed out into the water passage. Trim off any
excess gasket and sealant.

5 Check the Transom Plate Seal is correctly located and secured. (Do not
overtighten). If two people are available and the boat is indoors, a strong light
may be used to check the fit of the Transom cut out and Seal.

6 For Steel Hulls make sure that the Jet Unit is insulated from the Hull (Refer to
the drawings and the "Corrosion" Section of the Product Manual). 
7 Check that engine exhaust outlets are above the expected waterline and well
to the side of Jet Units (Refer to the Design Basics Section in the Jet Unit
Product Manual)..

8 Check that the Hull Trim Tabs (if fitted) will not interrupt the reverse flow
(Refer to the Design Basics Section in the Product Manual). 
Notes:
10-14
10-Appendix
Jet Unit General

1 Ensure that the correct Impeller is fitted to match engine duty. Impeller part
number (stamped on hub) can be seen through the Jet Unit Inspection Cover. 
2 Make sure that all Anodes are in place and have not been painted over. (Refer
to the Anode Location drawings shown in the Product Manual). 
3
Anti Fouling Paints 
HJ274 to HJ364 jet models have an optional paint finish:
grey gloss or antifoul. HJ403 and larger are available with
the antifoul finish only.
Additional coats of antifoul must be applied to the Jet Unit,
typically within two weeks of the launch of the Vessel.
The supplied antifoul coating will require light abrasion and
cleaning prior to further application of antifoul Refer:
"Application of Antifoul to New Jets" on Page 5-11.
4 Check that the Inspection Hatch Seal is correctly located in the seal groove
and that the Inspection Hatch securing bolts are tightened to the correct
torque.

5 Check that the correct Dipstick is fitted to the Bearing Housings for the
deadrise of the Jet (Refer to the Dipstick Drawings shown in the Product
Manual) and that the oil level in the Bearing Housings are correct.

6 Check that the Water Offtake Hoses (when fitted) are appropriately and
securely fitted. 
7 Check that any unused Water Offtakes are plugged.

8 Check that the Bearing Housing has been filled with approved grease or oil.

Notes:
10-15
10-Appendix
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:
10-16
10-Appendix
Drive Shaft

1 Ensure driveline details have been approved by CWF Hamilton & Co Ltd.

2 On universal joint Driveshafts (Refer to the Design Basics Section in the
Product Manual) check: 
 Yoke offset angles are in the same plane, are equal and are <5º.
 Yokes are in the same plane.
3 On Bearing supported Line Shafts (Refer to the Design Basics Section in the
Product Manual) check: 
 The Support Bearings are aligned with the Engine Flywheel.
 Outer Support Bearings are close to the end of the Couplings.
Notes:
10-17
10-Appendix
Commissioning Checks
Pre Launch Checks

1 Check that the plastic spiral wrap protective cover (where fitted) has been
removed from hydraulic shafts (HM-Models only). Check all hydraulic shafts
for damage and check that they are free from contamination (weld splatter,

grinding dust, fibreglass resin, etc).
2 Check that all the Jet Unit inspection covers are correctly fitted and secured.

3 Check that all the Anodes have been fitted and that they have not been
painted over. Refer to Anode Location Drawing. 
4 If the Steering Assembly, Tailpipe or Reverse Duct have been removed during
jet installation, check that all fasteners securing these items have been torqued
correctly.

Notes:
10-18
10-Appendix
Post Launch Checks

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

shore power supply can result in rapid jet corrosion. Refer to
"Precautions Against Corrosion" section of the product manual.
Notes
10-19
10-Appendix
Engine Checks (Vessel Moored)

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

the vessel.
5 If the vessel is equipped with HSRC or HYRC and the pressure alarm
sounds, immediately shut the engine off and refer to the Controls Product
Manual to check adjustments. Failure to immediately shut down the

engine may result in serious damage to the hydraulic pump due to
overheating.
6 Check for water leaks around the Jet Unit while the engine is running
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).
10-20
10-Appendix
11 Check that steering travel is limited by the hydraulic Steering Cylinder

and not the Steering Linkage. (For Jet Units fitted with Steering Cylinders
and Linkages).

12 After stopping the engine, check the Main Bearing and JHPU oil levels
and replenish if required. 
Notes:
10-21
10-Appendix
Vessel Trial

1 Leave the mooring and check that the steering is operating correctly at
"Forward Speed", at "Zero Speed" and going "Astern". 
2 Observe the jet stream when going "Dead Ahead" at speed to ensure that it
is relatively clean with an even shape. 
3 Check that the Jet Unit and Driveshaft are running smoothly (no vibration)
over the entire engine operating speed range (i.e. from "Idle" to "Full
Ahead")

4 Periodically check the Bearing Housing temperature and record the
temperature once it reaches a steady value. Due to friction caused by the
Seals, the Bearing Housing is likely to be warm. The temperature should not

exceed 80ºC.
5 If practical check the Driveshaft Coupling joint temperatures (if fitted).
Increased joint temperature may indicate Driveshaft misalignment. 
6 Periodically check the hydraulic oil temperature at the oil tank. Record the
temperature reading after a sustained run at cruising speed and after a
period of vessel manoeuvring.

7 Record maximum speed (using GPS) and engine revolutions (strong currents
will result in inaccurate speed readings since the GPS provides speed over
ground). At maximum speed the jet revolutions should be verified with a

hand held tachometer at the Jet Unit Coupling.
8 Record vessel speed at varying engine revolutions if possible.

9 Record observations on vessel trim, loading, etc.

Notes
10-22
10-Appendix
After Initial Trials

1 Refer to the Maintenance Section of the Product Manual for any servicing
that may be required on completion of trials. 
2 For Steel Hulls check that the Jet Unit is insulated from the Hull. The
resistance should be approximately 100 ohms but will vary depending on
water salinity and hull characteristics. Refer to the Precautions Against

Corrosion Section of the Product Manual.
3 Check for water leaks at the Transom Seal, Intake Base, and from under the
Bearing Housing (Water Seal leaking). 
Notes
10-23
10-Appendix
Jet Unit Trials & Commissioning Data
Commissioning Commissioning Date

Engineer
Vessel Description Hamilton Jet Project
Number
Vessel Displacement Jet Unit Serial
Numbers
Jet Model(s) Gearbox Ratio
Impeller rating Engine Power & RPM
Engine Model
Temperature Readings
Driveshaft Joints, Bearing Housing, Hydraulics
Temperature Location & Comments
Speed Trial Readings
Engine Speed Vessel Speed Comments (Loading, Sea Conditions etc)
10-24
10-Appendix
Notes
10-25
10-Appendix
Aluminium Weld Procedure

085080 Issue D
1 Welds
 To be full penetration and conform to relevant Classification Society requirements (e.g. ABS, Lloyds
Register, DNV).
2 Welder Qualifications
 Properly qualified welder to relevant Classification Society requirements, in downhand or overhead
as required.
3 Inspection
 Inspection to be done by a welding inspector qualified to relevant Classification Society
requirements.
4 Site
The site must be:
 Dry and free from steel dust or any other contaminates that could effect the finished weld condition.
 Sheltered from draughts to prevent disturbance to shielding gas.
5 Welding Process
M.I.G.
6 Welding Wire
 Plate (5086 or 5083) to Plate (5086 or 5083), use 5356 Filler Wire.
 Casting (EN AC 44100) to Casting (EN AC 44100), use 4043 Filler Wire.
 Casting (EN AC 44100) to Plate (5086 or 5083), use 4043 Filler Wire.
 5356 filler wire may be used if the local process/conditions show superior weld quality to 4043,
however adequate inspection shall be performed as per paragraph 15.
7 Shield Gas
 Argon or Helium.
8 Weld Position
Weld position options are:
 Flat downhand. Turn hull over to do the other side flat downhand. Requires double vee prep.
 Single vee prep. Use backing strip. Weld flat downhand one side only, then grind off backing strip.
 Double vee prep. Flat downhand one side. Overhead other side.
9 Weld Prep
Double vee butt weld prep:
Single vee butt weld prep with backing strip:
10-26
10-Appendix
10 Cleanliness
 Dress all surfaces to be welded just prior to welding to remove surface oxides.
 Cast aluminium that has been submerged in salt water must be thoroughly rinsed in fresh water then
dried, prior to final dressing.
11 Preheat
 Remove chill 50º - 60ºC (120º - 140º F) to ensure weld prep area is dry.
12 Support
 A rigid strong back should be clamped or tacked to intake blocks during welding to prevent
distortion of the block.
13 Weld Runs
 Multipass runs may be necessary depending on plate and casting thickness.
 Stitch 75 mm with 75 mm gaps for first 2 runs to minimise distortion.
 Stitch sequence for intake blocks to be a star sequence, rather than proceeding linearly around the
block circumference.
 Grind stop starts before filling in. Subsequent runs may be full length runs.
14 Back Gouging
 Chipping, Routing, Milling, grinding or other suitable methods are to be employed at the root or
under side of the weld to obtain sound metal before applying subsequent beads.
 Grind stop/start craters.
15 Visual Inspection of welds Acceptance Level
 No cracks, porosity, lack of fusion, cold laps or undercut.
 Use dye penetrant to check outer surface of welds and intermediate weld passes, such as root passes,
and also to check back-chipped, ground or gouged joints prior to depositing subsequent passes,
 Any die penetrant used is to be thoroughly removed from area before rewelding.
 Dye penetrant is not to be used where complete removal of the dye penetrant material cannot be
assured.
10-27
10-Appendix
Threaded Fastener Tightening Torques

85113 Issue T
Make sure all threads are clean

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

Nuts on 316 Stainless Steel Studs (Non Magnetic)
Size Torque
M6 5 N·m (3.6 lbf·ft)
M8 12 N·m (9 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
M16 75 N·m (55 lbf·ft)
M20 120 N·m (90 lbf·ft)
Nuts on 2205 Stainless Steel Studs (Magnetic)
Size Torque
With Grease With Antiseize
M12 60 N·m (44 lbf·ft) 45 N·m (33 lbf·ft)
A - Centre Drill
Nuts on 316 Stainless Steel Cotter Pins
Size Torque
M6 5 N·m (3.6 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
10-28
10-Appendix
Nuts on Bolts and Screws
Size Torque
Metric
M3 0.8 N·m (0.6 lbf·ft)
M4 2 N·m (1.5 lbf·ft)
M5 4 Nm (3 lbf.ft)
M8 16 N·m (12 lbf·ft)
M10 33 N·m (24 lbf·ft)
M12 60 N·m (44 lbf·ft)
M16 140 N·m (103 lbf·ft)
M20 260 N·m (190 lbf·ft)
M24 410 N·m (300 lbf·ft)
Imperial
1/4" UNC 7.5 N·m (5.5 lbf·ft)
5/16" UNC 15.3 N·m (11.3 lbf·ft)
3/8" UNC 27 N·m (20 lbf·ft)
1/2" UNC 65 N·m (48 lbf·ft)
5/8" UNC 130 N·m (96 lbf·ft)
3/4" UNC 230 N·m (170 lbf·ft)
Screw Tightening Torques

Bolts and Screws in all Metals
Size Torque
Metric
M2 0.2 N·m (0.15 lbf·ft)
M2.5 0.35 N·m (0.25 lbf·ft)
M3 0.6 N·m (0.4 lbf·ft)
M4 5 N·m (3.6 lbf·ft)
M5 3 N·m (2.2 lbf·ft)
M6 5 N·m (3.6 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
M16 95 N·m (70 lbf·ft)
M20 180 N·m (133 lbf·ft)
Imperial
1/4" UNC 5 N·m (3.6 lbf·ft)
5/16" UNC 11 N·m (8 lbf·ft)
3/8" UNC 19 N·m (14 lbf·ft)
1/2" UNC 48 N·m (35 lbf·ft)
5/8" UNC 89 N·m (66 lbf·ft)
3/4" UNC 160 N·m (118 lbf·ft)
The minimum thread length required in aluminium castings is twice the Screw or Bolt
diameter
10-29
10-Appendix
Stud Installation
Rolled Formed Studs with Nose
Size Torque
M12 18 N·m (13 lbf·ft)
M16 30 N·m (22 lbf·ft)
M20 48 N·m (35 lbf·ft)
M24 180 N·m (133 lbf·ft)
M30 370 N·m (270 lbf·ft)
316 or 2205 Stainless Steel
A - Nose on Stud Bottomed in Hole
Rolled Formed Studs without Nose

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

X = Stud Length minus thread length
Cut Thread Studs

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

Stainless Threads on Mild Steel
Size Torque
M16x2 75 N·m (55 lbf·ft)
M24x3 250 N·m (184 lbf·ft)
Hydraulic Fittings
BSPP Fittings In Jet Castings
Size Torque
1/8 4 Nm (3 lbf.ft)
1/4 10 N·m (7 lbf·ft)
3/8 20 N·m (15 lbf·ft)
1/2 40 N·m (29.5 lbf·ft)
3/4 63 N·m (46 lbf·ft)
1 105 N·m (77 lbf·ft)
1-1/4 142 N·m (105 lbf·ft)
1-1/2 320 N·m (240 lbf·ft)
2 500 N·m (370 lbf·ft)
BSPP Fittings other than Jet Castings
Size Torque
1/8 9 N·m (7 lbf·ft)
1/4 35 N·m (26 lbf·ft)
3/8 45 N·m (33 lbf·ft)
1/2 65 N·m (48 lbf·ft)
3/4 130 N·m (96 lbf·ft)
1 160 N·m (118 lbf·ft)
1-1/4 240 N·m (177 lbf·ft)
1-1/2 320 N·m (240 lbf·ft)
2 500 N·m (370 lbf·ft)
10-31
10-Appendix
Hoses
Size Torque
1/8 7 N·m (5 lbf·ft)
1/4 20 N·m (15 lbf·ft)
3/8 35 N·m (26 lbf·ft)
1/2 60 N·m (44 lbf·ft)
3/4 115 N·m (85 lbf·ft)
1 140 N·m (103 lbf·ft)
1-1/4 210 N·m (155 lbf·ft)
1-1/2 290 N·m (214 lbf·ft)
2 400 N·m (295 lbf·ft)
Hose Clips
Part # Size Torque

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

316 Stainless Studs Multipurpose Marine Grade Grease
2205 Stainless Studs Multipurpose Marine Grade Grease or Marine Grade Anti-seize.
Anti-seize will reduce the risk of thread galling so is recommended on M20 and
larger
Other metric fasteners Multipurpose Marine Grade Grease
1/4" UNC - 1/8" UNC Multipurpose Marine Grade Grease
3/4" UNC Marine Grade Anti-seize
Bronze Impeller or Coupling Nuts Multipurpose Marine Grade lithium Based Grease
Hydraulic Fittings General Purpose Grease or Hydraulic Oil
e.g. Accrolube®
Examples
Multipurpose Marine Shell: Shell Alvania RL2
Grade lithium Based Mobil: Mobilux 2, Mobilux EP 2
Grease Castrol: Molub - Alloy 6040
BP: Engergrease MP-MG 2
Marine Grade Anti-seize Loctite Marine Grade Anti-seize
When using Anti-seize on nuts fitted to 2205 studs, only use Loctite® Marine Grade Anti Seize to
achieve the correct stud preload.
10-32
10-Appendix
Recommendations for Lubricants and Oils

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

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

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

HJ364 HJ403 HM422 HM461 HM521 HM571
Oil Volumes in the previous systems is dependent on several factors: Number of stations, length of tubing etc. and is
determined by the configuration of the vessel.
10-33
10-Appendix
Hydraulic Systems With Saginaw JHPU
Fluid
Fluids meeting GM Spec. No. 9985010
Do Not Use: Hydraulic Oil
Examples
Shell: Donax TF/Spirax
Esso/Mobil: Dexron/ATF
Castrol: Transmax Dex 111
Texaco/Chevron: Texmatic 7045E/HD-389
Gulf: Dexron VI
Used on Jet Models

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

Jet Model HJ364 HJ403 HM422 HM461 HM521 HM571 HM651 HM721 HM811 HT810 HT900 HT1000
Total Oil Volume 5.25 7.5 7.5 7.5 7.5 7.5 21 21 21 21 60 80
(Ltrs)
The Jet Unit is shipped with no oil in the hydraulic power unit, but oil in the Cooler and Control System.
Stated volumes are for the complete hydraulic system.
10-34
10-Appendix
Bearing Housing Lubrication

Grease Lubricated Bearing Housings
Grease Type
Multi purpose extreme pressure (ep) calcium sulphonate complex or lithium hydroxystearate.
To ensure grease compatibility, purge the housing in line with the grease manufacturers guidelines if grease type is changed.
Ex-factory grease is calcium sulphonate based.
Do Not Use:
Calcium Complex
Bentonite Clay
Polyurea
Examples
BP: Energrease MP-MG2
Castrol: Molub-Alloy 6040/150
Mobil: Mobilux EP2
Shell: Gadus S2 V100
Used on Jet models

HJ212 HJ213 HJ241 HJ274 HJ292 HJ322
Oil Lubricated Bearing Housings
Oil Type
Mineral or synthetic based hydraulic oil to ISO 11158 or DIN 51524-2/ DIN 51524-3. Straight mineral oils with EP additives are
recommended for rolling bearing lubrication. Recommended minimum oil viscosity index is 95. The operating viscosity for Hamilton
Jet systems is within the viscosity range of 16-36 cSt.
Examples
Shell: Tellus 46
BP: Bartran HV46
Gulf: Harmony AW46
Used on Jet Models HJ364 HJ403 HM422 HM461 HM521 HM571 HM651 HM721 HM811 HT810 HT900 HT1000
Oil Cooler Volume (Ltrs) n/a n/a n/a n/a n/a n/a 2.6 5.0 5.0 5.0 6.0 1.0
Bearing Housing Oil 1.1 3.6 3.6 3.6 3.7 3.7 6.2 7.0 9.3 9.3 14 31.2
Volume (ltrs)
Jet Unit oil levels will vary depending on deadrise of hull.

Oil volumes shown are for centrally mounted units with no deadrise.
Oil levels must be within the marks shown on the Dipstick.
10-35
10-Appendix
Joint Lubrication
Impeller and Coupling Taper Joints
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant to the Shaft Taper)
Examples
Mobil: Mobilux EP2
Steel to Steel Joints
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant between mating faces)
Examples
Mobil: Mobilux EP2
O-Rings (Nitrile Rubber Only)
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant to the O-Ring)
Examples
Mobil: Mobilux EP2
Do not apply grease to Barrier Cord O-Rings
Rotary Water Seal Fitting

Lubricant
Only use (P80 Temporary Rubber Assembly Lubricant p/n 902021)
Or 20:1 detergent to water mix
Do Not:
Lubricate the Seal Faces

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

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

"Astern" and "Zero Speed" are achieved by re-directing the jetstream. If the Reverse Duct is lowered fully,
all of the jetstream is re-directed back under the vessel giving "Maximum Astern Thrust". If the Reverse
Duct is lowered partially the jetstream is split giving some ahead and some astern thrust. At a certain
Reverse Duct position the ahead and astern thrusts will be equal so the vessel will not move ahead or
astern regardless of the throttle opening. This is the "Zero Speed" position, (This term should not be
confused with the neutral position of a gearbox when the driveline stops rotating).
When operating the Hamilton Reverse Control, the Jet Unit is always rotating regardless of the position of
the Reverse Duct. Any intermediate position between ahead and astern can be selected to give infinitely
variable speeds when manoeuvring.
Figure 29: Reverse Duct positions

A Maximum Ahead
B Zero Speed
C Maximum Astern
1 Jet Stream
10-38
10-Appendix
Power Assisted Slowdown

This procedure should only be used in an emergency.
 Power assisted slowdown produces very rapid deceleration
 Power assisted slowdown should be used with care by new operators.
 Do not use full helm control until the vessel has slowed.
 Select zero speed as soon as the vessel has slowed
A fast slowdown can be achieved by lowering the Reverse Duct.
Unless there is an emergency situation, regulate the reverse thrust by either limiting the engine speed, or
by limiting the movement of the Reverse Duct.
Steering
The Jet Unit Mainshaft must always be rotating whenever steering thrust is required.
The Steering Nozzle deflects the jetstream to port or starboard causing the vessel to steer to port or
starboard respectively.
The following points should be remembered when operating a Jet Vessel:-
 If the engine is stopped, there will be no jet of water to deflect. The vessel cannot then be steered or
stopped.
 Never stop the engine or disengage the drive to the Jet when approaching a mooring or at any time
when steering will be required.
 The more the throttle is opened the greater the steering effect - i.e. the sharper the turn.
 Steering is available at "Zero Speed" as well as all ahead and astern speeds.
It is important to note that while the vessel is moving astern, steering is not reversed. If the
helm is turned to port, the bow of the vessel will also turn to port whether the vessel is
moving ahead or astern. This is the opposite to how steering works in a motor vehicle. It is
recommended that new operators practice heading astern at low speeds until they become
familiar with this method of steering.
Steering Operation
Figure 30: Steering Operation

1 Ahead
2 Astern
10-39
10-Appendix
Manual Control of Steering Nozzle and Reverse Duct

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

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

Low Speed Manoeuvring and Docking
Manoeuvre the vessel as follows:-
 Move the Reverse Control Lever to the "Zero Speed" position.
 Set the throttle to 1/3 open - approximately 1,000 R.P.M. (In strong tide or wind, increase the
throttle opening to obtain greater response as required to suit the conditions).
 A slight movement either way from the "Zero Speed" position will be sufficient to move the vessel
ahead or astern until the manoeuvre is complete.
 Steering will be very responsive at this throttle opening. Full steering control is available at all
ahead/astern control lever positions and there is no change of steering "sense" at any time.
 Manoeuvre at a fixed throttle setting, working the steering with one hand and the Ahead/Astern
Control Lever with the other hand.
 Do Not Work The Throttles - Leave as set. With Twin Jets, manoeuvring is best carried out
using the Helm with one hand and both Reverse Levers with the other hand.
 Use only Low Engine RPM - High RPM will give faster response but makes control more
difficult.
 If the bow is rotating to starboard, port lock must be used to stop the rotation (or vice versa)
then the Helm is centred to hold the heading.
 If the vessel is moving ahead then the Reverse Lever(s) must be moved astern to bring the
vessel to rest (or vice versa) and then Zero Speed selected to hold the heading.
10-40
10-Appendix
Moving Sideways
Figure 31: Moving Sideways, Twin Jets
If the vessel is moving sideways too fast:

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

The following procedure moves the vessel to port. To move to starboard just transpose port and
starboard.
Set both Reverse Control Levers to zero Speed and make sure the vessel is stationary.
Set both engine RPM's to just above idle with slightly higher RPM on the port side.
1 Set steering to ahead.
2 Move the port reverse control lever to full astern and the starboard lever to full ahead. This will cause the bow
of the vessel to swing to port.
3 Turn the helm to starboard to counteract the port rotation of the vessel.
The vessel will now move sideways to Port.
Adjust the port engine RPM or bring the starboard reverse control lever back to the zero speed position to
prevent fore and aft movement. (Higher RPM moves vessel aft).
When the vessel is positioned correctly, move both reverse control levers back to zero speed and centre
the helm.
10-41
10-Appendix
Figure 32: Moving Sideways, Triple Jets
With Triple Jets

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

 Set the reverse control levers back to zero speed
Alternatively set the controls for sideways movement in the opposite direction until the vessel stops
moving.
The required control settings will vary according to wind and tide conditions.
10-42
10-Appendix
To Stop Sideways Movement

 Set the Steering to dead ahead, Throttle RPM to idle and Reverse to Zero Speed before the vessel
reaches the required position.
 Alternatively set the Controls to start sideways movement in the opposite direction until the vessel
stops sideways movement then set the Steering to dead ahead, Throttle RPM to idle and Reverse to
Zero Speed.
Emergency Manouvering
Single Jet Unit
The vessel can be partially manoeuvred by raising the Reverse Duct with a rope and lowering it under its
own weight. The engine must be kept at idle RPM ("Manual Control of Steering Nozzle and Reverse
Duct" on Page 10-40).
Multiple Jet Units
Shut down the engine driving the Jet without reverse and manoeuvre using the other Jet(s).
Cruising
Running at speed with a partially blocked inlet grill or debris on the impeller will result in
cavitation damage to the jet unit.
Care must be taken to prevent cavitation damage to the Jet Units, as described below:
 Acceleration should be gradual. Full power cannot be used at low vessel speeds such as when
operating on one engine only.
 If there is a blockage of the Jet Unit, the engine will run at a higher than normal RPM, the vessel will
accelerate slowly and best speed will be reduced. If such symptoms are noticed, immediately slow
the vessel and clear the blockage.
 In conditions of severe weather or overload, the engine speed should be reduced accordingly.
10-43
10-Appendix
Shallow Water Operation
Do not run the Jet Unit if the vessel has run aground as damage may occur to the Impellers
and Stator.
It is important to avoid pumping stones, sand, etc, through the Jet Unit as this will blunt and wear the
Impeller.
The following diagrams illustrate good and bad practice:
Figure 33: High Speed Planing in Shallow Water
At high planing speeds, shallow water operation is not a problem until the vessel is nearly grounded
Figure 34: Shallow water Operation Slow Speed
At slow displacement speeds avoid using high RPM in shallow water.
Figure 35: Shallow Water Operation Idle
If it is not possible to pick a deep water area to start and stop in, then "idle" over the shallow area into
deep water before accelerating up to planing speed. If any debris has been picked up in the intake
screen, momentarily stopping the engine should allow the debris to drop away from the screen.
10-44
10-Appendix
Acceleration to High Speed
Running at speed with a partially blocked intake screen or debris on the impeller will result
in cavitation damage to the jet unit.
When leaving an area of shallow or debris filled water, ensure Jets are well clear of the debris before
accelerating to high speed.
If debris accumulates in the Jet unit, the engine will run at higher than normal RPM and the vessel will
accelerate slowly and may not reach full (planing) speed.
Prior to commencing operations, remove the Inspection Cover and check for debris around the Impeller
or Intake Screen.
Ensure that the water level is below the level of the Inspection Cover before removing.
Aerated Water
Under certain conditions, some Hulls may feed aerated water into the intake of the Jet Units.
When operating in areas where the water may be excessively aerated. (eg. fast flowing rapids or surf) the
following points should be noted:
 There may be a loss in thrust due to the Jet Unit pumping a significant amount of air instead of water.
 The Impeller may unload suddenly causing the engine RPM to fluctuate wildly.
When these symptoms occur, reduce engine speed until the Jet Unit maintains a steady RPM and thrust.
Blockages (Debris in the Jet Unit)

Avoiding Blockages
Water weed, sticks, and other debris will not normally block or harm the Jet Unit.
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 the debris is picked up while the vessel is moored, so it is advisable to clear the Intake
Screen in open or clear waters.
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.
 The above procedure may need too be repeated several times to clear the blockage.
 Remove the Main Inspection Cover on the Intake and manually clear the obstruction.
10-45
10-Appendix
Inspection Covers
re-secured.
Using the Inspection Cover
Before Removing an Inspection Cover:-

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

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

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

 Ensure the vessel is securely moored.
 Before shutting down the engine, centralise the Steering Nozzle and move the Reverse Lever to the
“Zero Speed” position. This ensures an orderly and fast start-up for the next time the vessel is used.
 Disengage the Jet Unit from the engine by selecting “Neutral” on the gearbox(es).
 Shutdown the engine(s).
10-46
11-Technical Drawings
11 - Technical Drawings
In This Section
HM52101002 Base Jet Standard ........................................................................ 11-2

HM52102002 Coupling Flange ......................................................................... 11-4
HM52103002 Impeller Options ........................................................................ 11-5
HM52105000 Jet Dipstick Options ................................................................... 11-6
HM52106004 JT Steering (Blanking Plugs) No Steering ..................................... 11-7
HM52106005 Steering Assembly ...................................................................... 11-8
HM52107002 Reverse Group(Blanking Plugs) No Reverse ................................ 11-16
HM52107004 Reverse Assembly ....................................................................... 11-17
HM52108000 Installation Group Detailed Match Marking ............................... 11-21
HM52108002 Installation Details ...................................................................... 11-22
HM52110001 Overflow Preventer .................................................................... 11-24
HM52111002 Maintenance Tools ..................................................................... 11-25
HM00013001 Corrosion Monitor ...................................................................... 11-27
HM52113002 Anode Location .......................................................................... 11-28
HM52115001 Steering Tiller Option ................................................................. 11-29
HM52116000 Forced Water Lubrication System Assembly ............................... 11-30
HM52117000 Reverse Duct Assembly .............................................................. 11-31
HM52130001 General Arrangement ................................................................. 11-32
82207 Impeller Dressing Information ................................................................ 11-33
85114 Earth Bonding System ............................................................................. 11-37
205734 Lubrication Chart.................................................................................. 11-38
109027 Shaft Position Indicator ......................................................................... 11-39
11-1
HM52101002 Base Jet Standard
11-2
11-3
HM52102002 C oupli ng Flange
11-4
HM52103002 Impeller Options
11-5
HM52105000 Jet Dips tic k Options
11-6
HM52106004 JT Steering ( Blanking Plugs) N o Steeri ng
11-7
HM52106005 Steering As sembl y
11-8
11-9
11-10
11-11
11-12
11-13
11-14
11-15
HM52107002 R everse Gr oup(Bl anki ng Pl ugs) N o Revers e
11-16
HM52107004 R everse As sembl y
11-17
11-18
11-19
11-20
HM52108000 Ins tall ati on Group D etailed Matc h Mar ki ng
11-21
HM52108002 Ins tall ati on Details
11-22
11-23
HM52110001 Overflow Pr eventer
11-24
HM52111002 M aintenanc e T ools
11-25
11-26
HM00013001 C orrosi on Monitor
11-27
HM52113002 Anode Loc ati on
11-28
HM52115001 Steering Tiller Option
11-29
HM52116000 F orc ed Water Lubrication System Ass embl y
11-30
HM52117000 R everse Duct Ass embl y
11-31
HM52130001 General Arrangement
11-32
82207 Impeller Dr essi ng Informati on
11-33
11-34
11-35
11-36
85114 Earth Bondi ng System
11-37
205734 Lubrication C har t
11-38
109027 Shaft Positi on Indic ator
11-39
11-40
Notes:
Contact us
Access to HamiltonJet is unrestricted with the global headquarters and factory in New Zealand complemented by
Company Offices in both the United States of America and the United Kingdom.
This network is further enhanced by authorised factory trained Distributors in over 50 locations worldwide to
provide comprehensive logistic support in the form of commissioning assistance, operation and maintenance
training programmes and spare parts supply. Additionally, factory-based field technicians are on permanent
stand-by to travel anywhere in the world at short notice.
HamiltonJet World HamiltonJet Europe

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

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

HM521-2 Jet Unit Manual R4A21

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Installation and Service

Jet or Control Type HM521

1 - Introduction ____________________________ 1-1

2 - Product Description _____________________ 2-1

3 - Design Basics ___________________________ 3-1

4 - Precautions Against Corrosion ___________ 4-1

6 - Commissioning __________________________ 6-1

7 - Fault Finding ___________________________ 7-1

10 - Appendix _____________________________ 10-1

11 - Technical Drawings ____________________ 11-1

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

Warranty and Ownership Registration Form

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

Commissioning / In service Date

Office Use Only

General Safety Notice

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

Figure 1: Hamilton Quinnant Jet, Circa 1953

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

Coupling and Driveshaft

Impeller & Impeller Race

Dry Run Kit (Optional Extra)

Overflow Preventer/Hatch Extension (Optional Extra)

Forced Water Lubrication System (Optional Extra)

Shaft Position Indicator Kit (Optional Extra)

Figure 2: HM521 & 571 Main Components

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

Propulsion System Design

Figure 3: Loads on Hull

Description Symbol Units Value

HM521 Maximum Jet Unit Forces (Supporting Data)

Description Symbol Units Ahead Reverse Steering Reverse & Steering

Design Power P kW 1200 1200 1200 1200

Lift Component Tv kN - 20.3 - -

Horizontal Moment Ms kN.m - - 31.8 63.2

Static Thrust Tgs kN 44.2 - - -

HM521 Maximum Hull Reaction Forces

Mono Hulled Vessel

Mono Hull Design

Figure 4: Mono Hull Design

Multi Hulled Vessels

Figure 5: Multi Hull Design

Figure 6: Allowable Trim Tab Location

1 Maximum Size of Trim Tab

Requirements of the Driveline

Figure 7: Driveline Components

1 Jet Unit Coupling

Misalignment Absorbing Coupling

Double Element Torsionally Flexible Coupling

Figure 8: Double Element Torsionally Flexible Coupling

Torsionally Flexible Couplings (TFC)

A Double Jointed Coupling is required.

Long Drive Shafts

Universal Driveshaft Alignment

Figure 9: 'W' Configuration Driveshaft

1 Jet Coupling Flange

θ1 and θ2 must be equal

Figure 10: 'Z' Configuration Driveshaft

1 Jet Coupling Flange

θ1 and θ2 must be equal.

Drivelines for Diesel Engines

Jet Coupling Flange Details

Figure 11: Mainshaft Dimensions

HM521 Mainshaft Dimensions