Product Manual Change Summary

Jet Type HJ-362

Part Number 89362
Revision R1 03/02/00
Amendment A37 13/4/07

The folowing changes are included in this amendment.

• Section 4.1.4 stainless steel trim tabs added
• Drawing 85080 up issued to C
• Drawing 61530 up issued to F
HJ362

Manuals Check List

One check list to be completed and returned with each order

ˆ Print on Canon100gsm A4 Paper

ˆ Print fit to page

ˆ Print double sided black and white

ˆ Punch 3 holes - ensure correctly spaced.

ˆ 3 Ring white binder

ˆ Hamilton Indices as required

ˆ Hamilton Jet Model front cover and spine insert

ˆ Check Jet model text on front cover is right aligned

ˆ Check for missing images - grey boxes (Contact Hamilton jet)

ˆ Check for colour consistency within a batch

ˆ Ensure manuals are packaged correctly to prevent damage or pages coming

loose during transport

ˆ Check Ring Binders for quality. ie Rings close properly, no rips or defects in
plastic etc.
HJ-362

Cover Page

MARINE PROPULSION UNITS

Product Manual

MODEL HJ-362

Jet Type HJ-362

Part Number 89362
Revision R1 03/02/00
Amendment A37 13/04/07

R1 A37
 INTRODUCTION HJ-362

Copyright © 2002 CWF Hamilton & Co 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 CWF Hamilton & Co Ltd.

Due to our policy of continuous development, specifications in this manual are subject to change without
notice or obligation.

ii R1 A37
 HJ-362 INTRODUCTION
CONTENTS

CONTENTS
Contents ......................................................................................... iii
Introduction Warnings & Cautions .....................................................................vii
Limited Warranty ............................................................................ix

PART A 1 Introduction & Product Description............................... 1.1

Operator Information 1.1 The Hamilton Water Jet System................................................................. 1.1
1.1.1 Introduction .....................................................................................1.1
1.1.2 Main Components ............................................................................1.2
1.2 General Assembly Drawings ..................................................................... 1.5

2 System Operation........................................................... 2.1

2.1 Starting Up................................................................................................ 2.1
2.2 “Ahead” / “Zero Speed” / “Astern” Controls ............................................. 2.1
2.3 Steering..................................................................................................... 2.2
2.3.1 Total Hydraulic Failure ....................................................................2.3
2.4 Manoeuvering and Docking...................................................................... 2.3
2.4.1 Low Speed Manoeuvering and Docking ............................................2.3
2.4.2 Moving Sideways .............................................................................2.4
2.5 Cruising .................................................................................................... 2.5
2.6 Shallow Water Operation .......................................................................... 2.6
2.7 Acceleration to High Speed........................................................................ 2.6
2.8 Aerated Water........................................................................................... 2.7
2.9 Blockages (Debris in the Jet Unit) .............................................................. 2.7
2.9.1 Avoiding Blockages ..........................................................................2.7
2.9.2 Detecting Blockages .........................................................................2.7
2.9.3 Clearing Blockages ...........................................................................2.7
2.9.4 Using the Inspection Cover ..............................................................2.8
2.10 Overflow Preventer (Optional Extra)........................................................ 2.8
2.11 Operating with an Engine and Jet Unit out of Service............................... 2.9
PART B 3 Design Basics .................................................................. 3.1
Design and Installation 3.1 Propulsion System Design ......................................................................... 3.1
Information 3.2 Hull Design ............................................................................................... 3.1
3.2.1 Hull Loads ........................................................................................3.1
3.2.2 Mono Hulled Vessel .........................................................................3.4
3.2.3 Multi Hulled Vessel ..........................................................................3.5
3.2.4 Trim Tabs ........................................................................................3.6
3.2.5 Engine Exhausts. ..............................................................................3.7
3.3 Drivelines.................................................................................................. 3.8
3.3.1 Requirements of the Driveline ..........................................................3.8
3.3.2 Engineering Checks ..........................................................................3.8
3.3.3 Driveshaft Options ...........................................................................3.9
3.3.4 Universal Driveshaft Alignment ......................................................3.10
3.3.5 Jet Coupling Flange Details .............................................................3.12
3.3.6 Moments of Inertia .........................................................................3.12
3.3.7 Critical Speed of Mainshaft ............................................................3.12
3.4 Jet Mainshaft Alignment .......................................................................... 3.13
3.5 Water OffTake ........................................................................................ 3.14
3.6 Engine Location & Mounting ................................................................... 3.14
3.6.1 General ..........................................................................................3.14
3.6.2 Mounting .......................................................................................3.14
3.6.3 Cooling ..........................................................................................3.14
3.6.4 Engine Systems ..............................................................................3.15
3.6.5 Exhaust Systems ............................................................................3.15
3.7 Description of the Dry Run System (Optional Extra)................................ 3.15
3.7.1 Installation .....................................................................................3.15
3.7.2 Corrosion .......................................................................................3.15
3.7.3 Scope of Use ..................................................................................3.16
3.7.4 Fault Finding ..................................................................................3.16
3.7.5 Maintenance ..................................................................................3.16
3.7.6 Parts List ........................................................................................3.17

R1 A37 iii
INTRODUCTION HJ-362
CONTENTS

4 Precautions Against Corrosion ....................................... 4.1

4.1 General .................................................................................................... 4.1
4.1.1 Electrical Wiring System .................................................................. 4.1
4.1.2 Earth Bonding System ..................................................................... 4.2
4.1.3 Corrosion Monitor ........................................................................... 4.3
4.1.4 Trim Tabs and Other Submerged Fittings ........................................ 4.3
4.1.5 Earth Plate Connections for Electronic Transmitting Equipment ...... 4.3
4.1.6 Anodes ............................................................................................ 4.4
4.1.7 In Service Checks ............................................................................ 4.4
4.1.8 Anti Fouling Paint ............................................................................ 4.4
4.1.9 Anti Seize Compound ...................................................................... 4.5
4.1.10 Impressed Current Protection ........................................................ 4.5
4.2 Aluminium, G.R.P. and Wood Hulls (Other Than Steel or Carbon Fibre) ... 4.5
4.2.1 Earth Bonding System - (Not Normally Current Conducting) ........... 4.5
4.3 Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls ................................ 4.6
4.3.1 Earth Bonding System (Not Normally Current Conducting) .............. 4.6
4.3.2 Checking the Insulation ................................................................... 4.6
4.4 Corrosion Drawings ................................................................................. 4.7

5 Installation ....................................................................... 5.1

5.1 Basic Installation Method and Drawing References .................................. 5.1
5.2 Hull Preparation ....................................................................................... 5.2
5.2.1 Fixing the Intake Block to the Hull ................................................... 5.2
5.2.2 Transom Preparation ...................................................................... 5.3
5.3 Equipment Preparation............................................................................. 5.4
5.3.1 Steering Components ...................................................................... 5.4
5.3.2 Reverse Components ....................................................................... 5.4
5.3.3 Removal of Other Parts ................................................................... 5.4
5.4 Mounting the Jet Unit ............................................................................... 5.5
5.4.1 Mounting the Jet Unit to the Hull ..................................................... 5.5
5.4.2 Assembly of the Transom Plate to the Hull ...................................... 5.6
5.5 Final Assembly ......................................................................................... 5.7
5.5.1 Re-Fitting the Reverse Components ................................................. 5.7
5.5.2 Re-Fitting the Steering Components ................................................ 5.8
5.5.3 Assembling the Jet Steering Tillers ................................................... 5.8
5.5.4 Centering the Jet(s) Steering .......................................................... 5.10
5.5.5 Spare "V" Belts .............................................................................. 5.10
5.6 Adjusting Steering Rotation .................................................................... 5.10
5.6.1 Steering Configuration ................................................................... 5.10
5.6.2 Changing Steering Rotation ........................................................... 5.11
5.6.3 Changing Tiller Angle .................................................................... 5.12
5.7 Driveline and Engine Installation ............................................................ 5.13
5.7.1 Mounting the Engine ..................................................................... 5.13
5.7.2 Engine Cooling .............................................................................. 5.13
5.7.3 Engine Systems ............................................................................. 5.13
5.7.4 Exhaust Systems ........................................................................... 5.14
5.7.5 Governor Settings .......................................................................... 5.14
5.8 Installation Checks for the Jet Unit ......................................................... 5.14
5.9 Installation Drawings ............................................................................. 5.17

6 Commissioning ................................................................ 6.1

6.1 Pre-Launch Checks................................................................................... 6.1
6.2 Post Launch Checks.................................................................................. 6.1
6.3 Engine Running Checks (Vessel Moored).................................................. 6.2
6.4 Vessel Speed and Handling Trials............................................................. 6.2
6.5 After Initial Trials (After Engine Shut Down)............................................. 6.3
PART C 7 Fault Finding .................................................................... 7.1
Servicing Information 7.1 Jet Unit Faults........................................................................................... 7.1
7.2 Reverse System Faults .............................................................................. 7.3
7.3 Steering System Faults ............................................................................. 7.5

8 Maintenance................................................................... 8.1
8.1 General .................................................................................................... 8.1
8.2 Preservation (Pre- installation) ................................................................. 8.1

iv R1 A37
 HJ-362 INTRODUCTION
CONTENTS

8.3 Preservation (Post Installation).................................................................. 8.2

8.4 Servicing Intervals ..................................................................................... 8.3
8.4.1 Daily "Pre Use" Servicing Checks .....................................................8.4
8.5 Jet Unit Servicing Details ........................................................................... 8.5
8.6 Tools....................................................................................................... 8.10
8.6.1 Standard Recommended Tools .......................................................8.10
8.6.2 Special Tools ..................................................................................8.10
8.7 Threaded Fasteners................................................................................. 8.11
8.8 Recommended Lubricants ....................................................................... 8.11

9 Overhaul ......................................................................... 9.1

9.1 General Information .................................................................................. 9.2
9.2 Reverse Assembly Removal and Overhaul ................................................. 9.2
9.2.1 Reverse Duct Removal ......................................................................9.2
9.2.2 Reverse Duct Overhaul .....................................................................9.3
9.2.3 Reverse Cylinder Removal ................................................................9.4
9.2.4 Reverse Cylinder Overhaul ...............................................................9.4
9.3 Reverse Assembly Re-fitting ...................................................................... 9.7
9.3.1 Reverse Cylinder: Refit to the Jet Unit ...............................................9.7
9.3.2 Reverse Duct: Refit to the Jet Unit ....................................................9.7
9.4 Steering Assembly Removal and Overhaul................................................. 9.8
9.4.1 Steering Cylinder Removal ...............................................................9.8
9.4.2 Steering Cylinder Overhaul .............................................................9.11
9.4.3 Steering Cylinder Re-Assembly .......................................................9.12
9.4.4 Steering Shaft Removal ...................................................................9.14
9.4.5 Nozzle Assembly Removal .............................................................9.14
9.4.6 Nozzle Assembly Overhaul ............................................................9.15
9.4.7 Replacing the Scraper Housing and Seals (Intake Flange) ...............9.18
9.5 Steering Assembly Re-Fitting................................................................... 9.19
9.5.1 Nozzle Assembly Re-Fitting ...........................................................9.19
9.5.2 Steering Bracket and Steering Shaft Re-Fitting ................................9.20
9.5.3 Steering Cylinder Re-Fitting ............................................................9.21
9.5.4 Steering Linkages Adjustment .........................................................9.21
9.6 Bearing Housing Assembly Overhaul....................................................... 9.22
9.6.1 Bearing Housing Dismantling .........................................................9.22
9.6.2 Water Seal Removal .......................................................................9.23
9.6.3 Water Seal Replacement and Re-Fitting .........................................9.24
9.6.4 Bearing Housing Re-Assembly .......................................................9.25
9.6.5 Bearing Clearance Adjustment .......................................................9.26
9.6.6 Water Seal Final Location ..............................................................9.27
9.7 Internal Anode Replacement ................................................................... 9.28
9.7.1 Intake Internal Anode .....................................................................9.28
9.8 Tailpipe Area Overhaul ........................................................................... 9.28
9.8.1 Impeller - Checking for Wear .........................................................9.28
9.8.2 Tailpipe Area - Dismantling ...........................................................9.29
9.8.3 Wear Ring Removal and Replacement ............................................9.29
9.8.4 Impeller Area - Overhaul ................................................................9.31
9.8.5 Impeller Overhaul ..........................................................................9.31
9.8.6 Tailpipe Overhaul ..........................................................................9.32
9.8.7 Tailpipe Area Re-Assembly ............................................................9.34
9.9 Transom Plate Assembly Overhaul.......................................................... 9.35
9.9.1 Transom Plate Removal .................................................................9.35
9.9.2 Transom Plate Re-Fitting ................................................................9.36
9.10 Overflow Preventer (Optional Extra)...................................................... 9.37
9.10.1 Overflow Preventer Fitting ............................................................9.37
9.10.2 Overflow Preventer Removal ........................................................9.37
9.11 Screen Rake Assembly Overhaul (If Fitted) ............................................ 9.38
9.11.1 Screen Rake Removal ...................................................................9.38
9.11.2 Screen Rake Re-Fitting .................................................................9.39
9.11.3 Screen Rake Blanking Plugs ..........................................................9.40
9.12 Intake Screen ........................................................................................ 9.40
9.12.1 Intake Screen Removal .................................................................9.40
9.12.2 Intake Screen Re-Fitting ...............................................................9.40
9.13 Servicing Drawings................................................................................ 9.41
Appendix Conversion Chart ........................................................................A.1

R1 A37 v
INTRODUCTION HJ-362
CONTENTS

Loctite Application Guide .......................................................... A.3

Installation Checks ...................................................................... A.7
Commissioning Checks ............................................................. A.11
KMT Nut: Fitting & Removal Instructions ................................... A.19

vi R1 A37
 INTRODUCTION
HJ-362

General Safety
Notice
Warnings & Cautions
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 the Manual as below.

WARNING

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.
This is indicated throughout the Manual as below.

CAUTION

R1 A37 vii
INTRODUCTION
HJ-362

viii R1 A37
 HJ-362 INTRODUCTION
WARRANTY

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.

R1 A37 ix
INTRODUCTION
HJ-362
WARRANTY

• 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.

This Warranty does not cover or provide payment or reimbursement for the following:
• Any Product which may have been serviced, repaired or altered in any way by anyone other than
Hamilton Jet or a Hamilton Jet authorised facility.
• Any repairs or alterations carried out with the use of parts or accessories not manufactured by
Hamilton Jet or its authorised representatives.
• Items incorporated in any Hamilton Jet Product (other than by Hamilton Jet) when such items have
been manufactured by others or are warranted by their respective manufacturers in favour of the
purchaser.
• Used or reconditioned parts.
• The cost of transporting the vessel to a repair facility and for all related towing, harbour, docking,
slippage, lifting, moorage, launching or retrieval charges.

No Representations Or Express Or Implied Warranty Except As Herein Stated

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

C.W.F. Hamilton & Co. Ltd. JULY 2005

x R1 A37
 HJ-362 INTRODUCTION
WARRANTY

Warranty & Ownership

Registration Form
C.W.F. Hamilton & Co Ltd.

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 or facsimile to:

The Marketing Department, C.W.F. Hamilton & Co Ltd., PO Box 709, Christchurch, New Zealand.
Fax +64 3 348 6969

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.

Hamilton 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: Proj. Code:
Date:

R1 A37 xi
INTRODUCTION
HJ-362
WARRANTY

xii R1 A37
 PART A
Operator Information

• INTRODUCTION AND PRODUCT DESCRIPTION

• SYSTEM OPERATION
Section 1
INTRODUCTION & PRODUCT DESCRIPTION
1.1 THE HAMILTON WATER JET
SYSTEM
1.1.1 Introduction
In the modern world, 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 also reliability.
Modern waterjet powered vessels offer many
advantages, such as high efficiency, rapid
acceleration, shallow draft, unrivaled
manoeuvrability and smooth, quiet operation.
Whilst conventional propeller powered craft have
several shortcomings, such as vibration, higher
engine loading and susceptibility to damage from
water borne debris, waterjets generally offer lower
maintenance, longer engine life and simplified
installation.
Hamilton HJ-322 Jet Circa 2000
R1 A37
Hamilton Jet pioneered the commercial
development of the modern waterjet system in the
early 1950’s and today have over 30,000 units
installed worldwide. With a complete range of
models suitable for power inputs of up to 3000 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 configuration,
typically from 5 to 50 meters in length.
Hamilton Jet 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 logistic support for projects is
provided by the global Hamilton Jet organisation
through factory support staff, regional offices and
an extensive network of factory trained distributors
in over 50 locations worldwide. .
Hamilton Quinnat Jet Circa 1953
1.1
1 INTRODUCTION & PRODUCT DESCRIPTION
1.1 THE HAMILTON WATER JET SYSTEM
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 HM Series are larger single stage
waterjets suitable for vessels typically up to 50m 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
package with steering and reverse mechanisms and
jet mounted control system hydraulic equipment.
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, usually hydraulically actuated, 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.
A vessel fitted with a Hamilton waterjet has the
minimum possible draft, with no protruding
underwater appendages. This allows operation in
shallow waters and in water with floating debris
that may foul or damage a typical propeller driven
vessel and also means increased safety for
personnel working in the water near the vessel. The
waterjet unit is an ideal form of propulsion for
vessels working in a marine mammal environment.
1.2
HJ-362
1.1.2 Main Components
INTAKE AND INTAKE BLOCK:—The Intake
represents the main structural body of the Jet Unit
and is an integral part of the Hamilton Jet design.
The Intake is cast from high silicon aluminium alloy
and is capable of transmitting the full net thrust
force of the Jet Unit to the hull bottom, and not to the
transom or to the engine via the drive shaft. The
Intake casting has a lower flange which mounts to
an Intake Block, which is welded or bolted into the
vessel hull. All Hamilton waterjets include an Intake
Screen that is carefully engineered into the waterjet
design so that operational parameters such as
cavitation resistance are unaffected by its presence.
OIL COOLER:—The Intake has an integrated Oil
Cooler for the hydraulic control system. This is
connected to a Jet mounted Hydraulic Power Unit
(JHPU) via hoses.
THRUST BEARING AND WATERSEAL:—The thrust
force generated by the pressure differential across
the waterjet Impeller is reacted on by a Thrust
Bearing inside a Bearing Housing attached to the
front of the Intake. No additional external thrust
bearing is required. Aft of the Thrust Bearing on the
waterjet Mainshaft is a mechanical face type
Waterseal which prevents water from entering the
vessel and Bearing Housing.
COUPLING & DRIVE SHAFT:—A Coupling is
mounted on the Mainshaft forward of the Bearing
Housing. A variety of Couplings are available to suit
the type of driveshaft flange used. The driveshaft to
the waterjet must have axial and radial flexibility.
IMPELLER:—The Impeller design employed in all
Hamilton waterjets is a highly refined mixed flow
type capable of pumping large volumes of water at
relatively low pressures, permitting high propulsive
coefficients to be achieved at fast vessel speeds with
outstanding resistance to cavitation. All Impellers
have been designed using sophisticated flow
analysis software. The cast stainless steel Impeller
runs within a replaceable stainless steel Wear Ring
located in the rear section of the Intake or within an
Impeller Housing attached to the rear face of the
Intake (on larger HM Series Jet Units).
R1 A37

HJ-362
TAILPIPE:—Aft of the Impeller is the Tailpipe
section containing a water lubricated marine
bearing to support the rear of the Mainshaft. The
Tailpipe contains a stator section that has vanes to
remove the rotational direction of the flow so that a
uniform axial flow is presented to the Nozzle.
NOZZLE:—After the water flow passes the pump
(Impeller + Stator), it is at a higher pressure and
relatively low velocity. At the Nozzle outlet, the
pressure is at atmospheric. This difference in flow
pressure is converted to flow velocity in the Nozzle.
The correct Nozzle sizing is critical to the correct
operation of the pump in a given application.
STEERING (JT TYPE STEERING NOZZLE):—The
Steering assembly is attached to the rear of the
Tailpipe. It consists of a Steering Housing, Nozzle
Insert and Steering Nozzle (which incorporates the
Nozzle described above). The Steering Nozzle is
mounted inside the Steering Housing on vertical
pivot pins and is rotated to port or starboard by
linkages attached to an inboard Steering Cylinder.
The Insert inside the Steering Housing 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:—The Reverse Duct is attached by
horizontal pivot pins to the Tailpipe and can be
positioned up or down by the inboard Reverse
Cylinder. The ahead / astern function of the Reverse
Duct is an integral part of the Hamilton Jet package.
The split deflector type Reverse Duct is designed to
provide maximum astern thrust under all conditions
of vessel speed, water depth and throttle setting. A
splitter is incorporated to divide the flow and angle
the astern jet stream downwards and to the side, to
clear the vessel Transom and Intake opening. This
prevents recycling of flow through the Jet Unit
(which may be aerated or contain sediment) and
also excessive disturbance of the bottom of the
waterway. The result is very high reverse efficiency
that contributes to the excellent manoeuvrability
afforded by a Hamilton waterjet.
TRANSOM SEAL:—The Transom Seal serves to seal
the hole in the vessel Transom through which the
waterjet passes. It is bolted to the vessel Transom
and incorporates a flexible element which contacts
and seals around the Intake.
R1 A37
1 INTRODUCTION & PRODUCT DESCRIPTION
1.1 THE HAMILTON WATER JET SYSTEM
SCREEN RAKE:—The HJ-213 to HJ-403 Jet Unit may
be fitted with a Screen Rake as an accessory item.
The Screen Rake is a foot operated rake mounted in
the lower half of the Intake, designed to clear any
debris that may be 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 ON HJ-212 TO
HJ-362 JET UNITS):—Hamilton Jet Units are not
fitted with the Dry Run Kit as standard - this is an
optional extra.
The Dry Run Kit is a simple solution to the problem
of starting the engine before putting the vessel in the
water, where there is no gearbox fitted. It is
particularly useful for Man-Overboard boats and
Lifeboats where it is important to ensure that the
engine will start before the vessel is in the water.
The Dry Run Kit consists of a special bearing which
can be run dry for short periods and run for long
periods with water lubrication.
OVERFLOW PREVENTER OR HATCH EXTENSION
(OPTIONAL EXTRA):—Hamilton Jet Units are not
fitted with Overflow Preventers / Hatch Extensions
as standard - this is an optional extra.
The Overflow Preventer / Hatch Extension is used
where the static waterline (when the vessel is fully
laden) is above the level of the Inspection Cover. It
is attached to the top of the Intake outside the
Inspection Hatch.
1.3
1 INTRODUCTION & PRODUCT DESCRIPTION
HJ-362
1.1 THE HAMILTON WATER JET SYSTEM

WATER SEAL
REVERSE DUCT TRANSOM SEAL ASSEMBLY
(SHOWN IN DOWN POSITION) INSPECTION
COVER
MAIN
REVERSE CYLINDER INSPECTION
COVER
OIL COOLER
(PART OF CONTROL EQUIPMENT)

BEARING HOUSING COUPLING

DIPSTICK/FILLER CAP
STEERING & REVERSE INTAKE BLOCK
(PART OF CONTROL EQUIPMENT)
MOUNT BRACKET

PLAN VIEW (OVERFLOW PREVENTOR NOT SHOWN)

STEERING CRANK TILLER OVERFLOW PREVENTOR

STEERING SHAFT
REVERSE DUCT WATER SEAL
(SHOWN IN UP POSITION)
BEARING HOUSING

SCREEN RAKE LEVER

STEERING DEFLECTOR

NOZZLE CUTLESS MAINSHAFT INTAKE EXTENSION INTAKE BLOCK

BEARING

TAILPIPE ANODE IMPELLER INTAKE INTAKE SCREEN

(ONE OF SEVERAL)
SIDE VIEW

Figure 1: HJ-362 Jet Unit

1.4 R1 A37
 HJ-362 1 INTRODUCTION & PRODUCT DESCRIPTION
1.2 GENERAL ASSEMBLY DRAWINGS
HJ-362-30-001 General Assembly Drawing
1.2 GENERAL ASSEMBLY DRAWINGS
R1 A37 1.5
1 INTRODUCTION & PRODUCT DESCRIPTION
HJ-362
1.2 GENERAL ASSEMBLY DRAWINGS

1.6 R1 A37
Section 2
SYSTEM OPERATION
2.1 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
CAUTION
vessel may be required.
NOTE: With HSRC Reverse Control, the Reverse
Duct may slowly drop to a full reverse
position when the engine is not running.
At start up, the Reverse Duct may be in full reverse
position, but will move to correspond with Control
Lever position as soon as the JHPU (Hydraulic
Pump Unit) is running.
1. Before starting engine(s), the following checks
should be carried out:
a) The vessel is securely tied up or well clear of
other objects.
b) The Helm is centred and the Reverse Controls
are at Zero Speed.
c) Clutches and Gearboxes, if fitted, are in
neutral position.
2. After starting engine(s) adjust the Helm and
Reverse Levers, to control vessel movement.
R1 A37
2.2 “AHEAD” / “ZERO SPEED” /
“ASTERN” CONTROLS
Selecting ’Astern’ (Crash Stop)
while the vessel is moving ahead
at high speed can produce very
rapid deceleration. and should
WARNING only be used in an emergency sit-
uation.
New operators should use the
"Crash Stop" feature very care-
fully.
Do not use full helm control until
the vessel has slowed.
"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 "Full 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 position is given the technical term
"Zero Speed". (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 manoeuvering.
2.1
2 SYSTEM OPERATION
HJ-362
2.3 STEERING

"CRASH" OR "EMERGENCY STOP" 2.3 STEERING

This Procedure Should Only Be Used In An
The Steering Nozzle deflects the jet of water to port
Emergency.
or starboard causing the vessel to steer to port or
starboard respectively
If in lightweight planing craft, the .
“Astern” or “Zero Speed” posi-
PORT CENTER STARBOARD
tions are selected with the throttle HELM HELM HELM
left open and the boat moving for-
CAUTION
ward at speed, the resultant
“Braking Effect” can be very
severe - even more so than full AHEAD
braking with a motor car.
For normal operation to "Brake" the vessel's
forward motion :-
1. Close the throttle.
2. Select "Zero Speed" or "Astern".
ZERO SPEED
3. Open the throttle, gently at first until the desired
braking is achieved.
4. Close the throttle as soon as the vessel has
slowed to a standstill.
5. Do not use full steering until the vessel has
slowed.
ASTERN

Figure 2: Steering Operation

The following points should be remembered when

operating a Jet Vessel:-
1. If the engine is stopped there is no jet of water to
deflect and so the vessel cannot be steered or
stopped.
2. Never stop the engine or disengage the drive to
the Jet when approaching a mooring or at any
time when steering will be required.
3. The more the throttle is opened the greater the
steering effect - i.e. the sharper the turn.
4. Steering is available at "Zero Speed" as well as all
ahead and astern speeds - a feature which gives
the Hamilton Jet unrivalled manoeuvrability.
When moving ahead at "Zero Speed", or astern, the
bow of the vessel will always turn the way the
steering wheel is turned, i.e. move the steering to
port, the bow of the vessel will move to port and vice
versa.
This means that going astern the vessel has the
opposite steering to a motor car, a feature which
can be used to advantage when manoeuvring.

2.2 R1 A37

HJ-362
The following steering systems are suitable for this
application:
a) A manual hydraulic steering system which
gives approximately 1.3 turns of the helm
from full lock to full lock is recommended. (A
greater number of turns will reduce the
sensitivity of the steering during low speed
manoeuvring).
b) A high quality rotary, or rack and pinion,
cable system is an alternative but for single
jets only - the system must not allow more
than 1.5 turns of the helm from full lock to full
lock.
The Steering System is balanced so that power
assisted controls are not necessary even for multiple
Jet Units.
2.3.1 Total Hydraulic Failure
EMERGENCY STEERING CONTROL:—In the case of
a complete manual hydraulic steering failure the
Jet(s) may be steered by manually moving the Jet
Tiller(s). Open the By-Pass Valve (or disconnect the
hydraulic hoses at the steering cylinder if there is no
valve). The Nozzle position is indicated by the
gauge at the Helm. Steering may only be possible at
low RPM unless an Emergency Tiller Extension is
used (not included in C.W.F Hamilton & Co Ltd
standard supply).
EMERGENCY MANUAL REVERSE DUCT
CONTROL:—THIS MAY BE CARRIED OUT IN CASE OF FAIL-
URE OF THE REVERSE HYDRAULIC CONTROL SYSTEM.
TO RAISE THE REVERSE DUCT:
1. Attach a rope to the Reverse Duct.
2. Take the weight of the Reverse Duct.
3. Disconnect the front hydraulic hose form the
Reverse Cylinder.
4. Lift the Reverse Duct and tie off the rope so that
the Duct is raised out of the jet stream.
This will enable the vessel to proceed at speed and
return to base to have the fault checked and
rectified.
R1 A37
2 SYSTEM OPERATION
2.4 MANOEUVERING AND DOCKING
2.4 MANOEUVERING AND
DOCKING
2.4.1 Low Speed Manoeuvering
and Docking
The vessel is best manoeuvred as follows:-
1. Move the Reverse Control Lever to the "Zero
Speed" position.
2. Set the throttle to 1/3 open - approximately 1,000
R.P.M. (In strong tide or wind conditions
increase the throttle opening to obtain greater
response as required to suit the conditions).
3. 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.
4. 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.
5. Manoeuvre at a fixed throttle setting, working the
steering with one hand and the Ahead/Astern
Control Lever with the other hand.
NOTE:
1. 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.
2. USE ONLY LOW ENGINE RPM - High
RPM will give faster response but makes
control more difficult.
3. 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.
4. 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.
2.3
2 SYSTEM OPERATION
HJ-362
2.4 MANOEUVERING AND DOCKING

2.4.2 Moving Sideways

WITH TWIN JETS:— Use the following procedure to

move the vessel sideways away from the jetty.
Initially both controls are at "ZERO SPEED" and the
vessel is stationary.
A.

MOVING TO PORT
1. Set both engine RPMs to just above idle with
slightly higher RPM on the port side.
2. Set steering to ahead.
JETTY
3. Move the port reverse lever to full astern and the
starboard lever to full ahead.(A).
B.

A.

Figure 4: Docking
JETTY

MOVING TO STARBOARD.
7. Instructions 1 to 4 are the same but for Port read
Starboard and vice versa. When the Vessel is
safely clear move both controls back to zero
speed and centre the helm. Then move off in the
required direction.

DOCKING.
Use the previous procedure when approaching or
moving away from a jetty or another vessel.

NOTE: If the vessel is moving sideways too fast the

Figure 3: Moving to Port
4. As the bow begins to swing to Port, turn the helm
to starboard to keep the vessel parallel to the
jetty. (B).
5. The vessel will now move sideways to Port.
6. Adjust the port engine RPM to prevent fore and
aft movement. (Higher RPM moves vessel aft).
This may also be done by bringing the starboard
reverse control back towards the Zero Speed
position.
controls should be set back to zero speed and
the Helm returned to the centre position.
Alternatively set the controls for sideways
movement in the opposite direction until the
vessel stops moving sideways. The required
control setting will vary according to wind
and tide conditions.
WITH TRIPLE JETS:—Using all three Jets to move
sideways gives best results.

2.4 R1 A37

HJ-362
MOVING TO PORT.
1. Set Steering to dead ahead, all three reverse
ducts to the "Zero Speed" position and RPM on
all Engines to the same value. (The RPM required
for manoeuvring will depend on the prevailing
sea conditions, higher RPM will improve
response).
2. For sideways motion to port, set the port Jet full
astern and the starboard Jet full ahead (this is
reversed for sideways motion to starboard).
3. Use the centre Jet Reverse Duct to control fore
and aft movement (Duct approximately 80%
reversed).
4. Use the Helm to control turning (rotation)
moments, i.e. for sideways motion to port turn
the Helm to starboard to balance the turning
moment of the port and starboard Jets.
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 and the Helm need to be used for controlling
the sideways movement.
MOVING TO STARBOARD.
Follow instructions 1 to 4 above, but for "Port" read
"Starboard" and vice versa.
TO STOP SIDEWAYS MOVEMENT.
1. Set the Helm to dead ahead, Throttle RPM to idle
and Reverse to Zero Speed before the vessel
reaches the required position.
2. Alternatively set Controls to start sideways
movement in the opposite direction until vessel
stops sideways movement then set the Controls
to :-
• Steering Dead Ahead.
• Throttle: Idle.
• Reverse: Zero Speed.
EMERGENCY MANOEUVRING:
1. With Multiple Jets. Shut down the engine
driving the Jet without reverse and manoeuvre
using the other Jet(s).
2. With a Single Jet. 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.
R1 A37
2 SYSTEM OPERATION
2.5 CRUISING
2.5 CRUISING
Running at speed with a partially
blocked inlet grill or debris on the
impeller will result in cavitation
damage to the jet unit.
CAUTION
Care must be taken to prevent cavitation damage to
the Jet Units, as described below:
1. Running at speed with a partially blocked Inlet
Grill or debris on the Impeller will result in
cavitation damage to the Jet Unit. Therefore,
before accelerating to full speed, all Jet Units
should be cleared by BACKFLUSHING. Refer to
Section 2.9 Blockages (Debris in the Jet Unit). This
should be done on every trip as soon as clear
water is reached.
2. Acceleration should be carried out gradually.
Full power cannot be used at low vessel speeds
such as when operating on one engine only.
3. If there is any blockage of the Jet Unit, the engine
will run at a higher than normal RPM and the
vessel will accelerate slowly, and best speed will
be reduced. If such symptoms are noticed,
immediately slow the vessel and clear the
blockage. Refer to Section 2.9 Blockages (Debris
in the Jet Unit).
4. In conditions of severe weather or overload, the
engine speed should be reduced accordingly.
2.5
2 SYSTEM OPERATION
2.6 SHALLOW WATER OPERATION
2.6 SHALLOW WATER
OPERATION
Do not run the Jet Unit if the
vessel has run aground as damage
may occur to the Impellers and
Stator.
CAUTION
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:
A: At high planing speeds, shallow water operation
is not a problem until the vessel is nearly
grounded.
KNOTS
RPM
Figure 5: High Speed Planing in Shallow Water
B: At slow displacement speeds avoid using high
RPM in shallow water.
KNOTS
Figure 6: Shallow Water Operation Slow Speed
C: If it is not possible to pick a deep water area to
start off 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.
KNOTS
Figure 7: Shallow Water Operation Idle
2.6
HJ-362
2.7 ACCELERATION TO HIGH
SPEED
If leaving an area of shallows, or with debris in the
water, ensure Jets are clear of debris before
accelerating to high speed. Refer to Section 2.9.3
Clearing Blockages. If there is any debris in the Jet
the engine will run at higher than normal RPM and
the vessel will only accelerate slowly and may not
reach full (planing) speed. Refer to Section 2.9.3
Clearing Blockages.
Daily, prior to commencing operations, the
Inspection Cover should be removed and any debris
removed from around the Impeller or Intake Screen.
Refer to Section 8.4 Servicing Intervals.
Ensure that the water level is
below the Inspection Cover level
before removing the Inspection
Cover.
CAUTION
Running at speed with a partially
blocked inlet grill or debris on the
impeller will result in cavitation
damage to the jet unit.
CAUTION
RPM
RPM
R1 A37

HJ-362
2.8 AERATED WATER
It is possible that some Hulls may, under certain
conditions, 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:
1. There may be a loss in thrust due to the Unit
pumping a significant amount of air instead of
water.
2. The Impeller may unload suddenly causing the
engine RPM to fluctuate wildly.
When these symptoms occur, reduce engine RPM
until the Jet Unit maintains a steady RPM and thrust.
R1 A37
2 SYSTEM OPERATION
2.8 AERATED WATER
2.9 BLOCKAGES (DEBRIS IN THE
JET UNIT)
2.9.1 Avoiding Blockages
Pieces of debris, water weed or sticks, etc will not
normally block or harm the Jet Unit. However, it is
good practice to steer around such debris where
possible as any debris caught in the Intake Screen,
Impeller or Tailpipe Stator Vanes can affect the Jet
Unit's performance.
2.9.2 Detecting Blockages
In debris laden waters it may be necessary to clear
the Intake Screens and Impellers before each run. In
many cases the debris is picked up while the Jet Unit
is moored, so it is advisable to clear the Intake
Screen in open or clear waters.
Blockages of the Jet Unit are usually noticed by the
following symptoms:
1. Engine unloading (RPM increases).
2. Lack of Jet thrust (vessel speed drops).
3. Abnormal noise and vibration from the Jet Unit.
2.9.3 Clearing Blockages
Extreme care is required whenever
the Inspection Cover is removed as
water may enter the vessel
through this opening.
WARNING
Never leave the Inspection Cover
removed without constant
monitoring of the water levels.
The following methods can be used to clear a
blocked Jet Unit:
1. Slow or stop the engine driving the blocked Jet
Unit. The blockage will often clear itself. This
operation works best when the vessel is still
moving forward at speed.
2. BACKFLUSH the blocked Jet Unit (only possible if
a reversible gearbox is used) as shown below:
a) Stop or slow the Vessel to displacement
speed.
b) Move the Reverse Duct to the ZERO SPEED
position.
c) Reverse the rotation direction of the blocked
Jet Unit by engaging reverse gear and opening
the throttle slightly. This should clear the
2.7
2 SYSTEM OPERATION
HJ-362
2.10 OVERFLOW PREVENTER (OPTIONAL EXTRA)

blockage. If this fails to work, repeat actions 2.10 OVERFLOW PREVENTER

a) to c) several times.
3. Remove the Inspection Cover on the Intake and
(OPTIONAL EXTRA)
manually clear the obstruction.
NOTE: Refer to Drawing HJ-362-10-001 Overflow
Refer to Section 2.9.4 Using the Inspection Cover. Preventer and Section 9.10 Overflow Pre-
venter (Optional Extra).
NOTE:
The Overflow Preventer is an optional extra for use
1.Check that the static water level will be safely
with Jet Units where the water level is above the
below the lip of the Intake Inspection Cover.
normal level of the Inspection Cover.
2.If the static water level is too high, ballast
1. It is attached to the top of the Intake Casing
should be placed on the bow of the vessel to
around the outside of the Inspection Cover.
raise the stern high enough to allow the
Intake Inspection Cover to be removed. 2. It provides an increase of approximately 150 mm
in allowable water level height.
3.Alternatively, an optional extra Overflow
Preventer can be fitted to the Inspection 3. Refer to Section 9.10 Overflow Preventer (Option-
Cover to allow inspection of the Intake al Extra) for fitting and removal instructions.
Housing at higher water levels.

2.9.4 Using the Inspection Cover

Extreme care is required whenever

the Inspection Cover is removed as
water may enter the vessel
through this opening.
WARNING
Never leave the Inspection Cover
removed without constant
monitoring of the water levels.

Before Removing the Inspection

Cover:-
a) Stop all engines.
b) Check that the static water
CAUTION
level will be below the Intake
Inspection Cover Lip.
c) If the static water level is too
high, ballast should be
placed on the bow to raise
the stern high enough to al-
low the Intake Inspection
Cover to be removed.
d) Alternatively, an optional
Hatch Extension/Overflow
Preventor can be fitted to the
Inspection Hatch opening to
allow inspection of the Intake
at higher water levels.

2.8 R1 A37
 2 SYSTEM OPERATION
HJ-362
2.11 OPERATING WITH AN ENGINE AND JET UNIT OUT OF SERVICE

2.11 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 Jet Unit Mainshaft
to rotate due to water flowing through the Jet Unit.
This is undesirable as it 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 Jet Unit Mainshaft
rotation 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.

NOTE: When using this method, it is possible for the

Jet Unit to rotate the engine if the vessel’s
speed is too high. The vessel speed must be
reduced to prevent rotation of the engine.

R1 A37 2.9
2 SYSTEM OPERATION
HJ-362
2.11 OPERATING WITH AN ENGINE AND JET UNIT OUT OF SERVICE

2.10 R1 A37
 PART B
Design and Installation Information

• DESIGN BASICS
• PRECAUTIONS AGAINST CORROSION
• INSTALLATION
• COMMISSIONING
Section 3
DESIGN BASICS

3.1 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.
3.2 HULL DESIGN
Not all hull shapes are suitable for
propulsion by water jets. guide-
lines on suitable hull shapes, per-
CAUTION formance and engine matching is
provided in the designers manual.
While the Jet Unit loads can be readily calculated,
the Hull reaction loads are statically indeterminate.
Being dependent on the stiffness and rigidity of both
the Jet Unit and the Hull structure.
These loads have been calculated for a worst case
scenario which assumes that the Transom carries
only vertical and side loads, whilst the Intake Block
takes only fore and aft loads. The loads have been
estimated based on the assumptions that the Jet
Unit is restrained in the following positions:
• Radially at the Transom (Loads Lv and Ls).
• Axially and laterally at the base of the Intake
Block (Loads F and Ws).
• Vertically at the Intake Block Webs (load
Wv).
The following tables give all relevant data for the
HJ-362 Jet Unit.

3.2.1 Hull Loads

All loads produced by the Jet Unit result from the
difference in momentum of the incoming and
outgoing water. An exception is the torque load on
the Stator Vanes as they remove the angular
momentum of the waterjet which was input by the
Impeller.
The following four cases must be considered when
calculating maximum loads:
• Full Ahead.
• Full Reverse.
• Full Steering.
• Full Reverse & Full Steering.
The load situations are described in Figure 8: Hull
Loads for HJ-362 Jet Units.

R1 A37 3.1
3 DESIGN BASICS
HJ-362
3.2 HULL DESIGN

Figure 8: Hull Loads for HJ-362 Jet Units

3.2 R1 A37
 3 DESIGN BASICS
HJ-362
3.2 HULL DESIGN

Table 1: Table of Dimensions for HJ-362 Jet Unit

HJ-362 JET - RELEVANT DATA

DESCRIPTION SYMBOL UNITS VALUE

Maximum Power P Kw 603
Centre Line Height H m 0.319
Mean Inlet Depth h m 0.07
Transom to Steering Distance Ds m 0.4

Transom to Reverse Distance Dr m 0.93

Transom to Base Centre Dw m 0.81

Centre to Reverse Arm Da m 0.2

Waterjet Angle a degrees 5°

Table 2: Table of Hull Reaction Forces for HJ-362 Jet Unit

HULL REACTION FORCES - HJ-362 JET

AHEAD /
DESCRIPTION SYMBOL UNITS REVERSE
STEERING
Axial Load in Hull Bottom F kN 16.6 -32.2
Vertical Load in Transom Lv kN 19.6 13.4
Side Load in Transom Ls kN 23.8 --
Vertical Load in Base Wv kN 16.3 4
Side Load in Base Ws kN 7.9 --
Vertical Moment M kNm 13.2 4.7

Steering Moment Ms kNm 6.4 --

Adjustment of Listed Hull Reaction Forces to Suit

lower Design Powers.
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: Kpr” = (Your Design Power / Listed
Design Power) 2/3rds.

R1 A37 3.3
3 DESIGN BASICS
HJ-362
3.2 HULL DESIGN

3.2.2 Mono Hulled Vessel
1. Aerated water generated by the vessel’s bow
wave must not pass directly aft to the Jet Unit
Intake(s).
a) A vee'd bow stem in conjunction with 10º
minimum deadrise angle is recommended.
b) Mount multiple Jet Units as close to the keel
line as possible. ("staggered" engines can
allow closer centres).
c) Planing strakes, keelsons, "plank keels" and
any other appendage that may create
turbulent flow into the Jet Unit(s) must be
removed from the hull bottom in front of and
adjacent to the Jet Unit Intakes. Refer to Fig-
ure 9: Mono Hull Design Recommendations.
2. For speeds over 30 knots, monohedron (constant
deadrise) hulls are recommended for directional
stability without appendages.
3. Displacement speed and warped plane (reducing
deadrise going aft) hulls may need additional
directional stability. Twin “bilge keels” are
normally sufficient and these do not increase
draft or interfere with water flow into the Jet
Intake.
4. Immersion. 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.
5. Minimum distances between Jets for multiple
installations. Refer to Figure 10: Installation for
Multiple Jets.
a) For dimensions A and B shown in Figure 10:
Installation for Multiple Jets for Twin and
Triple Jet installations, refer to the
Installations Drawings shown in Section 5 of
this manual.
b) For applications using more than three Jets,
consult C.W.F Hamilton & Co Ltd for
recommended distances between Jets.

Figure 9: Mono Hull Design Recommendations

3.4 R1 A37
 3 DESIGN BASICS
HJ-362
3.2 HULL DESIGN

"B"

"A" "A"

MINIMUM JET CENTERS

AT TRANSOM

JETS MOUNT FLAT TO HULL

AT ALL DEADRISE ANGLES

Figure 10: Installation for Multiple Jets

3.2.3 Multi Hulled Vessel following diagram. The Reverse Duct when in the
"up" (ahead) position must not project beyond the
Jet Units may be fitted in catamaran and some
sidewalls of a catamaran or trimaran hull. or
trimaran hulls. Air entrainment between the hulls
substantial drag may be caused.
occurs with these vessels and care must be taken to
ensure that this entrained air does not enter the Jet Consult with C.W.F. Hamilton in all cases if Jet Units
Unit intakes(s). This is alleviated if the hulls are are proposed in these types of hull.
deep in relation to the air tunnels so that the Jet
Units sit well down in the water, as indicated on the

Figure 11: Hull Design Recommendations for Multi Hull Vessels

R1 A37 3.5
3 DESIGN BASICS
3.2 HULL DESIGN
3.2.4 Trim Tabs
NOTE: Refer to “Precautions Against Corrosion”
Section 4.1.4 if fitting stainless steel trim
tabs
Trim Tabs cannot be mounted directly alongside the
Jet Unit, as when moving astern, the reverse jet
stream will hit them and reduce reverse thrust.
It is possible to mount Trim Tabs under the Jet Unit
with any control equipment mounted on either side
Figure 12: Allowable Trim Tabs Location
3.6
HJ-362
of the Jet Unit. Figure 12: Allowable Trim Tabs Loca-
tion serves as a guide to the maximum size of trim
tab that may be located under the Jet Unit. Contact
Hamilton Jet if further details are required.
Figure 12: Allowable Trim Tabs Location shows the
area within which the Trim Tab must lie. From the
maximum width "W" at the Transom, the area
tapers inwards at 25º per side until it reaches the
same width as the Reverse Duct bottom corners.
R1 A37
 3 DESIGN BASICS
HJ-362
3.2 HULL DESIGN

3.2.5 Engine Exhausts. If engine exhausts are located in this area, water
containing exhaust gases can be ingested by the Jet
The engine exhaust system can be any conventional
Unit when moving astern. This can cause loss of
system approved by the engine manufacturer.
thrust and control of the Jet Unit.
Engine exhausts should not be located below the
waterline near the Jet Units.

EXHAUST OUTLETS

EXHAUST OUTLETS
WATER LINE

BOAT GOING BOAT GOING

ASTERN ASTERN

EXHAUST GASES
CHINE CHINE

WATER KEEL KEEL

ONLY WATER
FLOW

EXHAUST
GASES

Figure 13: Exhaust System Layout

R1 A37 3.7
3 DESIGN BASICS
HJ-362
3.3 DRIVELINES

3.3 DRIVELINES 3.3.1 Requirements of the Driveline

Loads on Jet Unit Thrust
Bearing
CAUTION 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 Overhang-
ing 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 move-
ment.
• There is a limit to the Drive-
shaft weight that can be
supported at the jet unit.
1. The Driveline must accommodate parallel and
angular misalignment plus allow axial
movement.
2. The Driveline must transmit the torque input to
the Jet Unit with an acceptable life expectancy. It
does not have to transmit thrust loads as these
are absorbed by the Jet Unit.
3. Torsional flexibility will be required in the
Driveline. A torsional vibration analysis must
always be carried out. The resultant torque on
the Jet Unit must always be in the same direction.
This should be carefully checked at engine idle
speed.
3.3.2 Engineering Checks
All driveline component suppliers (including engine
and jet suppliers) must be consulted with full
driveline details to ensure suitability and
compatibility of components.
CHECKS MUST INCLUDE:
1. Critical speed check for whirling of the
Mainshaft: consult C.W.F. Hamilton & Co. Ltd.
2. Critical speed check for whirling of the
driveshaft: consult driveline supplier.
3. Engine to Jet alignment: consult C.W.F. Hamilton
& Co. Ltd.
4. Torsional Vibration Analysis: consult engine or
torsionally flexible coupling supplier.

TORSIONALLY FLEXIBLE COUPLING

FIXED LINESHAFT
(OPTIONAL)

MISALIGNMENT ABSORBING COUPLING

JET UNIT COUPLING MARINE

DIESEL
ENGINE

Figure 14: Drive Line Component Description

3.8 R1 A37
 3 DESIGN BASICS
HJ-362
3.3 DRIVELINES

3.3.3 Driveshaft Options TORSIONALLY FLEXIBLE COUPLING (TFC)

The diagrams Figure 15: Double Universal Slip Joint-
ed Driveshaft and Figure 16: Torsionally Flexible Fly-
wheel Coupling show the main types of Driveline
components and the different ways they can be
used. These diagrams are a guide only. Always
contact C.W.F Hamilton & Co Ltd before designing
the Driveline.
UNIVERSAL DRIVESHAFTS:
These are double universal slip-jointed Driveshafts,
also called Cardan shafts. They bolt directly to the
Jet Unit Coupling.
Lengths range from approximately 900mm to 3,000
mm. Lengths are limited by the weight which can be
allowed at the Jet Unit Coupling. Refer to Section
3.3.7 Critical Speed of Mainshaft and Section 3.3.2
Engineering Checks.
DOUBLE UNIVERSAL SLIP JOINTED
DRIVESHAFT
The torsional vibration analysis will determine how
many TFCs are required and where they should be
located. 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 TORSIONALLY FLEXIBLE COU-
PLINGS:
Examples of such couplings are "Centaflex" and
"Megaflex".
Use a double element torsionally flexible driveshaft
with support bearings such as the "Centaflex GZ"
type illustrated. The engine/ gearbox is located In-
line with the Jet Unit and can be flexibly mounted
with this type of coupling.
Length - From approximately 200mm (8")
upwards, but limited by the weight which can be
allowed at the Jet Unit coupling. Refer to Section
3.3.7 Critical Speed of Mainshaft.

OFFSET ANGLES EQUAL

A°

A°

YOKES IN SAME PLANE

JET COUPLING
FLYWHEEL ADAPTOR

ENGINE FLYWHEEL

Figure 15: Double Universal Slip Jointed Driveshaft

Figure 17: Double Element Torsionally Flexible Coupling

DOUBLE ELEMENT NON TORSIONALLY FLEXIBLE

COUPLINGS
An example of such a Coupling is "Centalink".

Figure 16: Torsionally Flexible Flywheel Coupling

R1 A37 3.9
3 DESIGN BASICS
3.3 DRIVELINES
GEAR COUPLING:
This Coupling is 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 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 misalignments and axial
movements of coupled shafts. The same type of
coupling also allows for greater shaft offset.
Manufacturers recommendations regarding
installation and alignment should be followed.
COUPLING WITHOUT SUPPORT BEARING
DOUBLE UNIVERSAL SLIP JOINT
DRIVE SHAFT
OFFSET ANGLES EQUAL
A°
A°
JET COUPLING
Figure 18: Long Driveshafts
3.3.4 Universal Driveshaft Alignment
NOTE:
1. There are only two allowable configurations
for location of centrelines for the Jet Unit and
Gearbox. These are shown in Figure 19: “Z”
Configuration Coupling and “W”
Configuration shown in Figure 20: “W”
Configuration Coupling.
3.10
HJ-362
NOTE: A double jointed coupling is required.
LONG DRIVESHAFTS:—Where the distance
between the gearbox flange and the Coupling flange
exceeds that possible with a MAC, then a fixed
Lineshaft supported on pedestal bearings should be
used in conjunction with either universal driveshafts
or torsionally flexible couplings. Refer to Figure 18:
Long Driveshafts.
NOTE: 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.
TORSIONALLY FLEXIBLE FLYWHEEL
LINESHAFT WITH
SUPPORT BEARINGS
ENGINE FLYWHEEL
2. The universal driveshafts must be assembled
with the yokes (forks) in the same plane.
3. Correct running length of the shaft is with the
shaft extended to half the total spline
extension length.
4. The splined end of the driveshaft is heavier
and should be installed at the gearbox end of
the Driveline.
R1 A37
 3 DESIGN BASICS
HJ-362
3.3 DRIVELINES

Figure 19: “Z” Configuration Coupling

Figure 20: “W” Configuration Coupling

NOTE: 2. When the TFC couples directly to a Lineshaft

1. When the TFC couples directly to a universal supported on bearings, a support bearing is
driveshaft, the TFC must provide a bearing not required.
to support the universal driveshaft.

R1 A37 3.11
3 DESIGN BASICS
HJ-362
3.3 DRIVELINES

3.3.5 Jet Coupling Flange Details 3.3.7 Critical Speed of Mainshaft

Refer to Drawing HJ-362-02-001 Couplings and
Belts for all relevant Coupling details. NOTE:
1. In all cases, for the calculation of the
3.3.6 Moments of Inertia "Critical Speed of the Jet Mainshaft" consult
C.W.F. Hamilton & Co Ltd.
A Torsional Vibration Analysis must be carried out
for the complete drive-train including Engine 2. The heavier splined end of the Universal
Flexible Coupling, Gearbox, Driveshaft and Jet Driveshaft should be located towards the
rotational assembly, especially where a universal engine.
driveshaft is used without a torsionally resilient If a heavy Driveline is used then a transverse
member or gearbox in the driveline. It is the vibrational analysis of the Jet Mainshaft should be
responsibility of the vessel builder to see that this is carried out.
carried out by either the engine manufacturer or the
flexible coupling manufacturer.
The Moment of Inertia Data for the Jet Unit is
provided below, to enable a Torsional Vibration
Analysis to be carried out.

200 730 242

IMPELLER COUPLING

MAINSHAFT, Ø70
(STAINLESS STEEL)

SPHERICAL ROLLER BEARING

WATER LUBRICATED
RUBBER BEARING
92 737 110

IMPELLER C.O.G.

ITEM TYPE MASS(kg) Ip (kg.m2)

MAINSHAFT Ø70 31.8 0.017
COUPLING Ø180 5.3 0.015
IMPELLER (DRY) 24-30 17.65 0.205
33-39 21.9 0.27
42-48 20.8 0.26

Figure 21: Drive Line Inertia Data Jet Mainshaft Dimensions

3.12 R1 A37
 3 DESIGN BASICS
HJ-362
3.4 JET MAINSHAFT ALIGNMENT

3.4 JET MAINSHAFT ALIGNMENT FOR INTAKE BASE PARALLEL TO KEEL LINE:
B1 =Shaft angle in Plan view.
The HJ-362 Waterjet Mainshaft is inclined at an
angle of 5 deg to the Intake base. B2 =Shaft slope in Elevation.
When the port and starboard Jets are mounted at
the Hull Deadrise angle, the Jet Mainshafts are no
longer parallel to the keel line in plan. The following
table lists the angle deviation of the Jet Mainshaft
when the Jet base is mounted parallel to the keel
line.

PORT

PLAN
MAINSHAFT CENT
RELINE
B1 KEEL LINE

B1
RELINE
MAINSHAFT CENT

STARBBOARD
TRANSOM

ELEVATION
RELINE
MAINSHAFT CENT

INTAKE BASE LINE

B2
TRANSOM KEEL LINE

INTAKE

MAINSHAFT ANGLE RELATIVE TO KEEL

HULL DEADRISE ANGLE
B1 B2
0° 0.0° 5.0°

5° 0.4° 5.0°

10° 0.9° 4.9°

15° 1.3° 4.8°
20° 1.7° 4.7°

25° 2.1° 4.5°

30° 2.5° 4.3°

NOTE:
THIS DIAGRAM APPLIES TO JET UNITS WHERE THE MAINSHAFT
IS INCLINED AT 5° TO THE INTAKE BASE

Figure 22: Jet Mainshaft Alignment

R1 A37 3.13
3 DESIGN BASICS
3.5 WATER OFFTAKE
3.5 WATER OFFTAKE
If a gearbox or clutch is fitted to
the engine, a conventional hull
water pick-up and engine raw
CAUTION water pump must be used.
The Jet Unit is fitted with a Water Offtake which may
be used as a supplementary water supply (e.g. for a
deck wash). If it is used as a part of the engine
cooling circuit, the designer / builder must satisfy
themselves that the available flow is sufficient for
the cooling requirements and the engine can
withstand the full pressure from the water offtake.
NOTE: Typical Minimum Pressure: 10 kPa (1.5 psi)
at 600 RPM
Typical Maximum Pressure: 240kPa (35 psi)
at 500 kW (670 hp) input power.
To be sure of correct flow for engine cooling a
conventional water pick up and the engine raw
water pump should be used.
3.6 ENGINE LOCATION &
MOUNTING
3.6.1 General
The engine(s) should be located in a position that
will give the craft the most suitable fore and aft trim
for the proposed boat speed. For semi-planing and
moderate planing speed craft it is likely that the en-
gine should be positioned well forward towards
amidships for best trim and thus speed. For very
high speed vessels it is likely the engine should be
positioned aft, close to the Jet Unit, to obtain vest
trim and speed. Follow the recommendations of the
boat designer in this regard or consult C.W.F. Ham-
ilton & Co Ltd.
3.6.2 Mounting
Mount the engine via mounting feet fixed to the
engine bearers. The feet and bearers do not have to
withstand the propulsion thrust load as this is
transmitted for the Jet unit 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
3.14
HJ-362
side load at the Jet Unit Coupling as the engine
moves.
FOR STEEL HULLS:—Ensure the driveline
electrically insulates the engine from the Jet Unit.
3.6.3 Cooling
JET UNIT WATER OFFTAKE.
The Jet Unit incorporates a 1¼” BSP water offtake
point in the top of the Tailpipe outside the vessel.
This is fitted with a plug [80]. A 1¼” BSP to 1¼” BSP
(32mm) hosetail, part number JMNGAAO, can be
fitted in place of the plug. This provides water at
pressures as follows:
TYPICAL MINIMUM PRESSURE:—10kPa (1.5 psi) at
600 RPM.
TYPICAL MAXIMUM PRESSURE:—240 kPa (35 psi)
at 500 kW (670 hp) input power.
The water may be fed directly to the engine for
cooling without the need for a raw water pump,
provided that:
• The flow from the water offtake at idle is
sufficient to cool the engine.
• The engine can withstand the maximum
pressure from the water offtake.
To be sure of correct flow for engine cooling a
conventional water pick up and the engine raw
water pump should be used.
If a gearbox or clutch is fitted to
the engine, a conventional hull
water pick-up and engine raw
water pump must be used.
CAUTION
The Jet Unit water offtake can be used for a deck
cleaning hose but the pressure is not high enough
for a fire hose.
CONVENTIONAL WATER PICK-UP.
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
CAUTION
water flow into the Jet.
Alternatively a cooling system separate from the Jet
Unit can be fitted to the engine maker’s
R1 A37

HJ-362
specifications. The water pick up points must NOT
be directly ahead of the Jet Unit intakes and should
be well to the side of the area forward and the same
width as the Intake opening.
3.6.4 Engine Systems
Engine wiring, instrumentation and throttle systems
are all conventional. Follow the manufacturers
recommendations.
With the standard HSRC Reverse System, two lever
(separate) throttle and reverse controls MUST be
used.
WITH STEEL HULLS.—Ensure the controls do not
electrically connect the Jet Unit to the hull.
3.6.5 Exhaust Systems
Refer to Section 3.2.5 Engine Exhausts. for details on
Engine Exhaust systems.
R1 A37
3 DESIGN BASICS
3.7 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)
3.7 DESCRIPTION OF THE DRY
RUN SYSTEM (OPTIONAL
EXTRA)
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
NOTE: Hamilton Jet Units are not fitted with the Dry
Run Kit as a standard fit. The Dry Run Kit
is an optional extra which can be fitted to the
Jet Unit at the customers request. Should the
customer require a Dry Run System fitted, it
can be purchased at additional cost and
should be requested when the Initial Jet Order
is placed.
This Dry Run System is a simple solution to the
problem of starting a boat engine before putting the
vessel in the water. It is particularly useful for Man-
Overboard boats and Lifeboats where it is important
to ensure that the engine will start before the vessel
is in the water.
The Dry Run Kit consists of a specially formulated
Bearing which can be run dry for short periods and
run for long periods with water lubrication. The
standard rubber Marine Bearings are designed to
run in a water immersed environment where the
water acts as a coolant and lubricant for the
Bearing and Water Seal. These cannot be run out
of water.
3.7.1 Installation
The Dry Run Bearing components are a direct
replacement for the standard Marine Bearing
components, therefore there is no requirement for a
special installation procedure for converting a Jet
Unit to the Dry Run System. The Dry Run Bearing
components can be fitted as shown for the normal
Marine Bearing replacement in the Jet Unit Manual.
3.7.2 Corrosion
All the components of the Dry Run Kit are made of
high quality corrosion resistant materials.
3.15
3 DESIGN BASICS
HJ-362
3.7 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.7.3 Scope of Use
Because there is no cooling for the Dry Run System
Waterseal and Marine Bearing, if a Jet Unit is run
without the vessel being immersed in water, the
Waterseal and the Marine Bearing will heat up
rapidly in the absence of water to act as a coolant.
THE FOLLOWING LIMITS MUST BE ADHERED TO,
TO ENSURE GOOD COMPONENT LIFE.
Maximum Dry Run Time 3 Minutes.
Maximum Dry Run Engine Speed: 1000 RPM.
Minimum Time Between Dry Runs: 1 Hour.
The Dry Run Bearing is a compromise for use in
both dry and wet running conditions. The best wet
running design solution is the rubber Marine
Bearing which cannot be run dry. The Dry Run
Bearing will wear out more rapidly than a standard
rubber Marine Bearing if the dry run system is used
constantly in a dirty water environment. When
used in silty water, life of the bearing and sleeve will
be reduced, depending on the volume of grit in the
water. THIS SYSTEM SHOULD ONLY BE USED IN
A CLEAN WATER ENVIRONMENT.
If extended use in a dirty water environment is
expected, then regular monitoring of Marine Bearing
wear is required.
3.7.4 Fault Finding

Table 3: Fault Finding

FAULT CAUSE REMEDY

Dry Run Bearing Jams up
when dry running.
Clanging sound from the
Jet.
Excessive scouring of
Shaft Sleeve.
Excessive heat buildup.
May have grit in bearing.
Impeller hitting the Wear
Ring Nut due to worn Dry
Run Bearing.
Running in dirty water and
sucking sand or silt into
Jet.
Run in water to cool.
Leave overnight to cool.
Flush out with clean water.
Replace worn Dry Run Bearing and / or
Sleeve.
Check the Wear Ring and replace if dam-
aged.
Be careful not to suck sand or silt into Jet,
do not use high RPM in water when starting
off.

3.7.5 Maintenance ASSEMBLY NOTES:

INSPECTION:—Inspect every 100 hours, 50 dry
starts, or yearly, whichever is the soonest.
Remove the Tailpipe and inspect.
If the wear on the Bearing Sleeve is greater than
0.2mm, replace the Sleeve. Replace the plastic
Bearing when replacing the Sleeve.
NOTE: As the Dry Run Bearing runs on only one
half of the Bearing Sleeve, refer to Figure 24:
Dry Run Bearing Assembly. The Bearing
Sleeve can be turned end for end when it
shows signs of wear.
1. When changing The 'Dry Run Bearing Assembly',
dismantle and re-assemble the whole assembly
(plastic and metal shell) to the Tailpipe in the
same manner as removing or replacing a
standard rubber Marine Bearing. The plastic part
of the Bearing should be fitted so it sits closest to
the Impeller. The shell should sit flush with the
Tailpipe refer to Figure 24: Dry Run Bearing As-
sembly.
2. The Bearing Sleeve is the same as the Bearing
Sleeve for the rubber Marine Bearing. For fitting,
refer to Section 9 Overhaul of this Manual.

3.16 R1 A37
 3 DESIGN BASICS
HJ-362
3.7 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.7.6 Parts List

DIAMETRICAL WEAR SHOULD Refer to Drawings HJ-362-01-000 Basic Jet Assem-
BE LESS THAN 0.2mm blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.

Figure 23: Bearing Sleeve Inspection

DRY RUN BEARING

ASSEMBLY

BEARING SLEEVE

ROTARY SEAL
ASSEMBLY
Figure 24: Dry Run Bearing Assembly

R1 A37 3.17
3 DESIGN BASICS
HJ-362
3.7 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.18 R1 A37
Section 4
PRECAUTIONS AGAINST CORROSION
4.1 General
4.1.1 Electrical Wiring System
An Isolation Transformer or a
Galvanic Isolator must be
correctly fitted to the vessel’s
electrical system if the vessel is to
CAUTION
be connected to an external AC
shore supply.
The guidance of the local inspecting authority
rules should be sought, but in general note the
following for:_
D.C. Systems:—Every part of 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
the casing of the starter 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
R1 A37
conductor. In This Situation, It is Important to
Connect the Engine Block to the Battery Negative
with a Heavy Battery Cable.
In installations with two engines and two battery
banks with cross-connect starting capability, there
must be two heavy conductors between the
engines. Local standards if appropriate should be
complied with.
A.C. Systems:—For a vessel with both AC and DC
circuits, it is essential for safety reasons that the AC
system has a separate earth wire.
Dock potentials can be as positive as +350mV
relative to a silver / silver chloride reference
electrode. If a vessel with bonded aluminium Jets is
connected to such a dock potential through the
separate earth wire, without the protection of an
Isolation Transformer or a Galvanic Isolator, the
corrosion rate of the aluminium would increase to
a value far greater than the normal sea water
corrosion rate. This would occur regardless of
whether the aluminium was protected by anodes or
not.
A. Using an Isolation Transformer
If using AC shore supply, the recommended method
of preventing potentially serious galvanic or stray
current corrosion is to install an Isolation
Transformer on board at the incoming line.
When an Isolating Transformer is used, there must
be no connection between the shore supply earth
and the vessels earth bonding system. The primary
4.1
4 PRECAUTIONS AGAINST CORROSION
4.1 GENERAL
winding shield is earthed to shore while the
secondary winding should be 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.
B. 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 isolator isolates the
vessel from low voltage D.C. galvanic currents,
while allowing any short circuit to be safely
conducted back to shore.
Isolators with capacitors are preferred over isolators
with diodes only.The Galvanic Isolator must have an
indicator or alarm that shows whether the earth
current is being blocked or not. This indicator is
required since the Galvanic Isolator only blocks low
voltages (typically below 1.2V) and higher voltages
will pass through the isolator and cause vessel
corrosion damage. If the indicator was not present
then the vessel operator would be unaware of the
corrosion problem. Monitoring of the Galvanic
Isolator is important to ensure proper operation of
the isolator. The isolator must also have sufficient
fault capacity to allow circuit breakers to trip under
fault conditions. Galvanic isolators that comply with
American Boat and Yacht Council recommendations
(ABYC A-28, Galvanic Isolators) will meet the above
requirements and are recommended by Hamilton
Jet.
A correctly wired polarization transformer in
conjunction with a galvanic isolator is acceptable
for connecting to an AC shore power system.
4.2
HJ-362
4.1.2 Earth Bonding System
Prevention of corrosion
Vessels using Hamilton Jet Units,
must be bonded and wired as
CAUTION described in Section 4
"Precautions Against Corrosion"
section of the jet unit manual.
In aluminium and most GRP hulls, the Jet Unit, Hull
(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. 5mm diameter.) to
give very low (e.g. 0.01ohm) electrical resistance.
If a copper bonding strip is used, it should not be
connected directly to the Jet Unit as galvanic
corrosion will occur. The copper bonding strip
should be connected to the Jet Unit via a stainless
steel terminal connector.
The bonding wire or strip which runs the length of
the Hull, should be kept clear of bilge water.
The main function of the bonding system is to
provide a path to battery negative, for stray
currents.
An exception exists for Steel and GRP 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 current 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
R1 A37

HJ-362
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:
1. There is a two wire normally current conducting
electrical system which is isolated from the Hull,
Jet Unit and Engine,
2. 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:-
a) For every item of electrical equipment in
operation.
b) When there is any alteration to the electrical
system of the boat.
c) When any electrical connection is made to
shore.
4.1.3 Corrosion Monitor
It is recommended that a corrosion monitor be
fitted.
The corrosion monitor should be a high impedance
device. 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.
4.1.4 Trim Tabs and Other
Submerged Fittings
When 2 dissimilar metals are electrically connected
and submerged in a seawater, then galvanic corro-
sion 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 or-
der to ensure adequate corrosion protection for the
jet, stainless steel trim tabs should be fully painted
R1 A37
4 PRECAUTIONS AGAINST CORROSION
4.1 GENERAL
or electrically isolated from the jet unit, or prefera-
bly 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.
4.1.5 Earth Plate Connections for
Electronic Transmitting
Equipment
Radios, radar and other transmitting equipment
should Not use the Jet Unit for an earth plate but
must have a separate earth plate.
Be guided by the installation instructions for the
radio; radar equipment etc, 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 electrical transmitting equipment
should be connected to the earth bonding system.
1. An area of metal plate is required which is not
painted and always immersed, even when at
planing speeds. It is always in electrical contact
with the sea water.
2. The area of metal plate is typically
approximately 400 x 400 mm and should be
located close to the equipment radiating
electrical waves but well forward of the Jet Units.
3. 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.
4. 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).
5. 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.
6. The earth plate should be connected by an
insulated wire to the vessels "Earth Bonding
System".
4.3
4 PRECAUTIONS AGAINST CORROSION
HJ-362
4.1 GENERAL

4.1.6 Anodes The Hull anodes should remain immersed at all

Anodes should not be painted over as they will not times.
function as intended. If the anodes are being eaten
NOTE: Anodes fitted on the Transom of a
away they are providing protection. They should be
planing speed craft will not be immersed
inspected and replaced when half consumed
when the craft is at speed and therefore
because the material that remains will not provide
will not be providing protection.
full protection. It is common for anodes to be
partially covered with a very loose scale. The colour
of the scale depends on local water conditions but
4.1.7 In Service Checks
can typically be creamy white, light brown or green. In Service, the following three items should be
This scale, providing it is loose (i.e. easily scraped inspected regularly:
off with a fingernail), is normal. 1. The Bonding System: For loose or corroded
If the anodes are not being eaten away, they are connections and test to ensure that electrical
not doing their job and the cause should be resistance is still low.
investigated. One reason could be that the anode 2. All Sacrificial Anodes: Replace when half
does not have good electrical contact between the corroded / eroded.
component it is protecting and itself. The electrical
3. Earth Leakage: There should be no current
resistance should be less than 0.2 ohms.
leakage from any electrical item to the bonding
Poor quality anodes may contain too much iron system.
impurity. Such anodes tend to form a dense non-
conducting oxide film (usually charcoal grey in
4.1.8 Anti Fouling Paint
appearance). This condition usually occurs in fresh
water. To confirm this condition, test for continuity
between the anode and the Jet Unit using a Anti Fouling Paints
multimeter set to ohms. If the anode has to be Do not use Copper Oxide based
scraped with a knife to get a conductive reading, the anti-fouling paints. Do not paint
anode is oxidized and must be replaced. Sanding CAUTION over the anodes.
the anode surface provides a temporary solution,
but it will form the oxide again.
The internal wetted surfaces of the Jet Unit,
excluding the Impeller, Wear Ring and Mainshaft,
Jet Unit Anodes:—The anodes fitted to the Jet Unit
are finished ex-factory, with a coating of
are made from zinc alloy to US military specification
International Paints (Akzo Nobel) “Interspeed
MIL-A-18001K or aluminium alloy to MIL-A-24779
2000” type anti-fouling paint, in black.
(SH). These anodes are fitted to the Reverse Duct,
The external wetted surfaces of the Jet Unit
Steering Deflector, Reverse Cylinder and the main
including the inside passages of the Reverse Duct,
body of the Jet Unit. Anodes are also fitted
are finished with an International Paints epoxy
internally within the Tailpipe and in most Jet
undercoat (Intercure 200). This particular coating
models, within the Intake.
allows the application of an anti-fouling paint
system, after an indefinite period of time, without
Hull Anodes:—Further anodes should be fitted on
special paint surface preparation.
the Hull, sufficient for Hull protection, as
determined using a portable reference electrode and Our recommendation is to use any International
digital voltmeter and / or a corrosion monitor. Paints anti-fouling that is suitable for an Aluminium
Hull. General guidelines for the application of the

4.4 R1 A37
 4 PRECAUTIONS AGAINST CORROSION
HJ-362
4.2 ALUMINIUM, G.R.P. AND WOOD HULLS (OTHER THAN STEEL OR CARBON FIBRE)

recommended anti-fouling paint system are shown 4.2 Aluminium, G.R.P. and
following.
Wood Hulls (Other Than
NOTE: These guidelines Do Not apply to the Steel or Carbon Fibre)
special International Paints “Intersleek”
system. Please contact a local paint 4.2.1 Earth Bonding System - (Not
representative for detailed application Normally Current Conducting)
instructions for each type of anti-fouling
used. Refer Drawing:
85114 Earth Bonding System Recommendations and
1. Remove any dirt, dust, grease etc. from the
Layout.
external wetted paint surfaces using an
appropriate solvent.
In the case of an aluminium Hull, an engine stringer
2. Apply an intermediate coat of International
or any other continuous longitudinal member may
Paints “Interprotect” to a nominal dry film
be used as the bonding strip. All junctions should
thickness of 50 microns (0.05mm / 0.002”).
preferably be welded, but if bolted, should be clean,
3. Apply anti-fouling to the appropriate thickness. have a good contact and be regularly inspected and
maintained.
4.1.9 Anti Seize Compound

Anti-Seize compounds
Do not use anti-seize compounds
which are based on graphite,
CAUTION nickel or copper flakes - these will
cause corrosion. Anti-seize
compounds, usually containing
zinc flakes, are available for
aluminium.

4.1.10 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.

R1 A37 4.5
4 PRECAUTIONS AGAINST CORROSION
HJ-362
4.3 STEEL HULLS AND CARBON FIBRE REINFORCED F.R.P. HULLS

4.3 Steel Hulls and Carbon For Steel Hulls:

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.
CAUTION
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.
4.3.1 Earth Bonding System (Not
Normally Current Conducting)
Refer Drawing:
85114 Earth Bonding System Recommendations and
Layout
If a negative earth system is used on the vessel, it
Must Not be connected to the Jet Unit.
4. Every part of the vessel electrical system should
have Two wires to it, a positive and a negative
wire.
5. With electrical auxiliary equipment installation
be guided by your electrician. Do not earth
electrical equipment to the Jet Unit, but to a
separate earth.
a) Place a silver / silver chloride half cell in the
seawater.
b) With the silver / silver chloride half cell
connected to the ‘common’ of a digital
voltmeter (set to read 0 to 2000 mV).
c) Connect the ‘positive’ terminal to the hull and
note the reading.
d) Repeat with the ‘positive’ terminal connected
to the Jet Unit(s) body.
e) Place a large zinc anode in the seawater and
electrically connect the hull to the anode.
f) Repeat the digital voltmeter readings.
g) If Jet Unit(s) is insulated from the hull, the mV
readings for the Jet Unit(s) should not change.
h) The mV readings for the hull should be more
negative (eg: The reading could be -800mV
without the large zinc anode connected and -
850mV with the large zinc anode connected to
the hull).
i) This test can also be carried out with a
Corrosion Monitor if fitted
3. In Service
The insulation between the Jet Unit(s) and the
steel hull should be regularly checked.

4.3.2 Checking the Insulation

The insulation between the Jet Unit(s) and the steel
hull should be regularly checked.
1. 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. If the
reading is below 1000 ohms, the fault should be
investigated and rectified.

2. With the Vessel in the Water

4.6 R1 A37
 4.4 CORROSION DRAWINGS
R1 A37

HJ-362
4 PRECAUTIONS AGAINST CORROSION
4.4 CORROSION DRAWINGS
4.7

85114 Earth Bonding System Recommendations and Layout

 4.4 CORROSION DRAWINGS
4 PRECAUTIONS AGAINST CORROSION
4.8

Ite m PartNumbe r Qty ProductDe scription DrawingNbr

1 103862 1 ANODE 103862
3 102185 1 ANODE 102185
4 103359 2 ANODE MK3 103359
5 105447 1 ANODE 105447
11 111059 2 ANODE INTERNAL 111059
12 112657 4 ANODE 112657
13 111647 1 ANODE KIT:-TAILPIPE INTERNAL HM46101001

HJ-362
R1 A37

HJ-362-13-002 Anode Location Drawing

 4 PRECAUTIONS AGAINST CORROSION
HJ-362
4.4 CORROSION DRAWINGS

R1 A37 4.9
4 PRECAUTIONS AGAINST CORROSION
HJ-362
4.4 CORROSION DRAWINGS

4.10 R1 A37
Section 5
INSTALLATION
Prevention of corrosion
Vessels using Hamilton Jet Units,
must be bonded and wired as
CAUTION described in Section 4
"Precautions Against Corrosion"
section of the jet unit manual.
5.1 BASIC INSTALLATION
METHOD AND DRAWING
REFERENCES
FOR G.R.P. HULLS:
Refer to Installation Drawing: HJ-362-08-001 In-
stallation Details G.R.P. Hulls. Sht 1 and HJ-362-
08-001 Installation Details G.R.P. Hulls. Sht 2.
An aluminium “Intake Block” (Part No. 106242) is
supplied with the GRP Intake Block Installation Kit
(Part No. 110555) for GRP Hulls. For fibre glassing
into fibre glass Hulls.
The Intake Block is best fitted into the hull prior to
moulding. After moulding into the Hull the Intake
Block is also bolted to the hull.
R1 A37
FOR ALUMINIUM HULLS:
Refer to Installation Drawing: HJ-362-08-002 In-
stallation Details Aluminium Hulls. Sht 1 and HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 2.
An aluminium "Intake Block" (Part No. 106241) is
supplied ready to weld into a prepared opening in
the Hull bottom. For further details consult C.W.F
Hamilton & Co Ltd.
It is assumed that the aluminium plating of the Hull
is one of the following types 5083, 5086, 6061,
6063, 6101, 6202, 6151, or 6951. If not consult
C.W.F Hamilton & Co Ltd. The intake block is LM6
grade aluminium. Weld the Intake Block into the
Hull using the weld procedure shown on Drawing
85080 Aluminium Weld Procedure for Hamilton Jet
Installation or Repair. Ensure that the contours
between the Hull and the Intake Block at front and
rear are smooth to within 1mm.
FOR STEEL HULLS:
Refer to Installation Drawings: HJ-362-08-003
Installation Details Steel Hulls. Sht 1 and HJ-362-
08-003 Installation Details Steel Hulls. Sht 2.
Special installation is required to ensure that the Jet
Unit is totally insulated from the Hull.
An aluminium "Intake Block" (Part No. 106242) is
supplied with the Intake Block Installation Kit -
Steel Hull (Part No 110642), to weld into a prepared
opening in the Hull bottom. An insulation kit is
supplied to totally insulate the Jet Unit from the
Hull.
5.1
5 INSTALLATION
5.2 HULL PREPARATION
5.2 HULL PREPARATION
In Multi Jet Unit installations,
each Jet Unit may have been
configured for Port, Starboard or
Centre mounting. Care should be
CAUTION
taken to ensure that each Jet is
fitted in its correct position.
Refer to the appropriate Hull Installation Drawings
at the rear of this section.
G.R.P Hulls: HJ-362-08-001 Installation Details
G.R.P. Hulls. Sht 1 and HJ-362-08-001 Installation
Details G.R.P. Hulls. Sht 2.
Aluminium Hulls: HJ-362-08-002 Installation De-
tails Aluminium Hulls. Sht 1 and HJ-362-08-002 In-
stallation Details Aluminium Hulls. Sht 2.
Steel Hulls: HJ-362-08-003 Installation Details
Steel Hulls. Sht 1 and HJ-362-08-003 Installation
Details Steel Hulls. Sht 2.
5.2.1 Fixing the Intake Block to the
Hull
GRP HULLS:—Drawings HJ-362-08-001 Installa-
tion Details G.R.P. Hulls. Sht 1 and HJ-362-08-001
Installation Details G.R.P. Hulls. Sht 2 refer.
If possible tape the Intake Block into the hull mould
prior to moulding the hull. For centre-mounted jets,
an additional smooth surface will have to be taped
to the mould in front of the Intake Block to mould
over and form a fairing between the vee hull form
and the flat of the Intake Block. For a Wooden hull,
or an existing GRP hull, cut a hole in the hull larger
than the Intake Block base flange to allow a scarfed
joint in GRP between the Intake Block and the hull,
as shown on the installation drawing.
See the Note on Drawings HJ-362-08-001 Instal-
lation Details G.R.P. Hulls. Sht 1 and HJ-362-08-
001 Installation Details G.R.P. Hulls. Sht 2.
To assist with the correct alignment of Intake Block,
the Intake Block is marked fore and aft.
The fixing of the Intake Block to the Hull and the
strength of the Transom must be sufficient to carry
the loads imposed by the Jet Unit on the Hull.
After moulding the Intake Block to the Hull, drill 34
x 11 mm diameter holes at the cast dimples in the
bottom of the intake block up through the Intake
Block flange and Hull. Countersink the holes to
accept the M10 Countersunk Screws [15]. Smear
the screw holes and Screws [15] with RTV Silicone
5.2
HJ-362
Sealant. Fit the countersunk Screws [15], Flat
Washers [19], Spring Washers [22] and Nuts [17].
Tighten to the recommended torque, refer to
Drawing 85113 Recommendations for Nut and Lock-
ing Screw Tightening Torques.
Ensure that the contours between the Hull and the
Intake Block, at front and rear, are smooth to within
1 mm.
ALUMINIUM HULLS:—Drawings HJ-362-08-002
Installation Details Aluminium Hulls. Sht 1 and HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 2 refer.
Once fitted, the Intake Block becomes part of the
Hull and is not removed when servicing the Jet Unit.
To assist with the correct alignment of the Intake
Block to the Hull bottom, the centreline is marked
fore and aft on the Intake Block.
The Intake Block is welded into the Hull. The Intake
Block base is butt welded flush with the underside of
the hull bottom as shown in Drawings HJ-362-08-
002 Installation Details Aluminium Hulls. Sht 1 and
HJ-362-08-002 Installation Details Aluminium
Hulls. Sht 2. The protruding weld on the underside
of the hull must be as small as possible especially at
the forward end. Use the weld procedure shown on
Drawing 85080 Aluminium Weld Procedure for
Hamilton Jet Installation or Repair.
Ensure that the contours between the Hull and the
Intake Block at front and rear are smooth to within
1mm.
The fixing of the Intake Block and the crossmember
to the Hull and the strength of the Transom must be
sufficient to carry the loads imposed by the Jet Unit
on the Hull. Refer to Drawing HJ-362-08-002 In-
stallation Details Aluminium Hulls. Sht 1 and HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 2, Section A-A refer.
STEEL HULLS:—Drawings HJ-362-08-003 Instal-
lation Details Steel Hulls. Sht 1 and HJ-362-08-003
Installation Details Steel Hulls. Sht 2 refer.
ELECTRICAL ISOLATION :—The Intake Block, Jet
Unit and Transom Plate must be completely
electrically isolated from the rest of the Hull. This is
achieved by the use of gaskets and bushes as shown
on the Hull Installation Drawings.
INSTALLING THE INTAKE BLOCK:—A steel recess
must be built into the Hull to accept the Intake
Block, as shown on the Installation Drawings.
R1 A37

HJ-362
NOTE: That the prepared opening has sloping faces
fore and aft to match the Intake Block. Use
the following procedure to mount the Intake
Block:
1. Once the prepared recess in the Hull is
completed, trial fit the Intake Block in place,
using 3mm spacers instead of the Neoprene
Gasket [8].
2. With the Intake Block in place. From beneath the
Hull, drill through the 34 countersunk points on
the Intake Block with a 11 mm dia drill. After
piercing the Intake Block make a small marking
cut in the steel hull with the drill.
3. Remove the Intake Block and clean off all burrs.
4. Drill out the 34 marked positions in the steel
edges of the prepared opening in the hull to
16mm diameter to accept the Nylon Insulating
Bushes [9]. Remove all burrs. Refer to Drawing
HJ-362-08-003 Installation Details Steel Hulls.
Sht 1 and HJ-362-08-003 Installation Details
Steel Hulls. Sht 2.
5. Fit the Nylon Insulating Bushes [9] to the drilled
holes in the prepared hull opening and trim to the
correct length.
6. Liberally smear both sides of the Intake Block
Gasket [8] with RTV Sealant [24] and fit the
Intake Block Gasket onto the Intake Block. Note
that the Gasket is designed to fold down around
the edges of the Intake Block.
7. Smear RTV Sealant [24] on top of the Gasket [8]
and run a bead of RTV Sealant around the
internal corners of the prepared recess.
8. Ensure that all the Bolts [15] are liberally
smeared with RTV Sealant prior to fitting.
9. Install the Intake Block and secure in 3 positions
with Bolts [15], Nylon Insulating Bushes [9], Flat
Washers [19], Spring Washers [22] and Nuts
[17]. Hand tighten.
10.Check for electrical isolation between the Intake
Block and the vessel hull before fitting the
remaining screws. (The resistance between the
Jet Unit and the steel Hull should be 1000 ohms
or greater. If the reading achieved is below 1000
ohms, the fault should be investigated and
rectified before continuing).
11.Fit the remaining Bolts [15], Nylon Insulating
Bushes [9], Flat Washers [19], Spring Washers
[22] and Nuts [17].
R1 A37
5 INSTALLATION
5.2 HULL PREPARATION
12.Torque load all 34 Bolts [15] and Nuts [17] to the
recommended torque to secure the Intake Block
in position.
13.Once the Intake Block is installed, check again for
electrical isolation and then fill any gap at the
edges and corners with RTV Sealant. Clean off
any excess Sealant and trim off any protruding
part of the Intake Block Gasket.
The fixing of the Intake Block and cross member
to the Hull and the strength of the Transom must
be sufficient to carry the loads imposed by the Jet
Unit on the Hull.
5.2.2 Transom Preparation
An area at 95º to the Jet Unit Intake base has to be
prepared as shown on the appropriate Installation
Drawings.
FOR GRP HULLS:—Drawings HJ-362-08-001 In-
stallation Details G.R.P. Hulls. Sht 1 and HJ-362-08-
001 Installation Details G.R.P. Hulls. Sht 2 refer.
• An area at 95º to the Jet Intake Base has to
be prepared as shown on the Hull Prepara-
tion Drawing.
• An insert can be taped into the Hull mould
so the required area at 95º can be moulded
with the Hull.
• Alternatively the area to be at 95º can be
cut from the Transom and re-fibre glassed
back at the correct angle. One method to
locate the cut-out Transom area at the cor-
rect angle is to install the Jet Unit, bolt the
Transom Seal Assembly and Transom cut-
out into position on the Jet then fibreglass
the cutout back into the Transom.
FOR METAL HULLS:—Refer to Drawings HJ-362-
08-002 Installation Details Aluminium Hulls. Sht 1
and HJ-362-08-002 Installation Details Aluminium
Hulls. Sht 2.
HJ-362-08-003 Installation Details Steel Hulls. Sht 1
and HJ-362-08-003 Installation Details Steel Hulls.
Sht 2.
• An area at 95º to the Jet Intake Base has to
be prepared as shown on the Hull Prepara-
tion Drawing.
• Cut out the required area, reposition at 95º
and re-weld (with required inserts at sides
and top) back to the Transom.
5.3
5 INSTALLATION
HJ-362
5.3 EQUIPMENT PREPARATION

5.3 EQUIPMENT PREPARATION REMOVE OVERFLOW PREVENTER (IF FITTED)

Refer to Drawing HJ-362-10-001 Overflow Pre-
Do not unpack the Jet Unit until it is required for
venter.
installation. This prevents mechanical damage and
entry of foreign matter. Unpack carefully to prevent
damage and loss of small items. REMOVE THE LARGE ANODE BOLTED TO THE
BASE OF THE TAILPIPE.
Refer to Section 9.7 Internal Anode Replacement,
5.3.1 Steering Components
Drawings HJ-362-01-000 Basic Jet Assemblies
Refer to Drawings HJ-362-06-005 Steering Assem- Standard and Dry Run. Sht 1 and HJ-362-01-000
bly General Arrangement. Sht 1 to HJ-362-06-005 Basic Jet Assemblies Standard and Dry Run. Sht 2.
Steering Assembly General Arrangement. Sht 3. The
Jet Unit is shipped complete with the steering REMOVE THE TRANSOM SEAL ASSEMBLY
components attached. It should not be necessary to
Refer to Drawings:
remove any steering components prior to
installation. G.R.P, HJ-362-08-001 Installation Details G.R.P.
Hulls. Sht 1 and HJ-362-08-001 Installation Details
However, if problems with installation occur, refer
G.R.P. Hulls. Sht 2.
to Section 9.4 Steering Assembly Removal and Over-
haul and 9.5 Steering Assembly Re-Fitting for Aluminium, HJ-362-08-002 Installation Details
removal and refitting instructions. Aluminium Hulls. Sht 1 and HJ-362-08-002 Instal-
lation Details Aluminium Hulls. Sht 2.
Steel, HJ-362-08-003 Installation Details Steel
5.3.2 Reverse Components Hulls. Sht 1 and HJ-362-08-003 Installation Details
Refer to Drawings HJ-362-07-005 Reverse Assem- Steel Hulls. Sht 2.
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht Also Refer to Section 9.9 Transom Plate Assembly
2. Overhaul.
The Jet Unit is shipped complete with the Reverse
Cylinder and Reverse Duct attached. If, during
installation, the Reverse Duct needs to be removed,
refer to Section 9.2 Reverse Assembly Removal and
Overhaul in this manual for the removal and refitting
procedure.
1. Remove any Position Sensors and Linkages
attached to the inboard end of the Reverse
Cylinder.
2. Take care to label all electrical terminals for
correct re-assembly.
3. Make every effort to remove Sensors in such a
way that they can be replaced with minimum
disturbance to their original position. Refer to
the Controls Manual supplied with this Jet Unit
for further information.

5.3.3 Removal of Other Parts

The Jet Unit is shipped with the HSRC Controls
System fitted. Should it be necessary to remove the
HSRC Controls System, refer to the HSRC Controls
Manual supplied with the Jet Unit, for details.
The following parts must be removed to allow the Jet
Unit to be inserted through the hole in the Transom
from inside the Hull and to avoid damage to delicate
equipment.

5.4 R1 A37

HJ-362
5.4 MOUNTING THE JET UNIT
In Multi Jet Unit installations,
each Jet Unit may have been
configured for Port, Starboard or
Centre mounting. Care should be
CAUTION
taken to ensure that each Jet is
fitted in its correct position.
For Steel Hulls
the Jet Unit must be totally electri-
cally insulated from the Hull. For
Steel Hulls, insulating hardware is
CAUTION
supplied with the Jet Unit. The
insulation should be checked
before finally bolting the Jet Unit
and Transom Seal assembly in
place and again on completion of
the Jet Unit and Transom Seal
assembly.
Refer to the following Installation Drawings at the
rear of this Section.
G.R.P and Wooden Hulls HJ-362-08-001 Installa-
tion Details G.R.P. Hulls. Sht 1 and HJ-362-08-001
Installation Details G.R.P. Hulls. Sht 2.
Aluminium Hulls HJ-362-08-002 Installation De-
tails Aluminium Hulls. Sht 1 and HJ-362-08-002 In-
stallation Details Aluminium Hulls. Sht 2.
Steel Hulls HJ-362-08-003 Installation Details Steel
Hulls. Sht 1 and HJ-362-08-003 Installation Details
Steel Hulls. Sht 2.
PREPARATION:—After mounting the Intake Block
and making the Transom Hole in the Hull, carry out
the following actions:-
1. Ensure that the Reverse Duct and has been
removed from the Jet Unit as shown in Section
5.3.2 Reverse Components and that the Transom
Plate has been removed from the Jet Unit as
shown in Section 9.9 Transom Plate Assembly
Overhaul.
R1 A37
5 INSTALLATION
5.4 MOUNTING THE JET UNIT
2. Fit the Jet Unit complete with the Intake Screen
attached, into the hull. To carry out this
operation, using approved lifting equipment, lift
the Jet Unit into the hull and position the Jet Unit
so that the rear of the Jet Unit passes out through
the Transom opening and the Intake Screen fits
centrally in the Intake block hole. Should the
Intake Screen require removal during
installation, refer to Section 9.9 Transom Plate As-
sembly Overhaul.
3. Check that the Jet Unit is correctly located in
relation to the Transom hole, and that the Intake
Block fits neatly with the Intake casting. Correct
the hull preparation as necessary.
4. Check that the contours between the hull and the
Jet Unit Intake, at the front and rear are smooth
to within 1mm (1/32”). There should be no steps.
IF SATISFACTORY, PROCEED AS FOLLOWS:
5.4.1 Mounting the Jet Unit to the
Hull
1. Using approved lifting equipment lift the Jet Unit
off the Hull and move it away from the Intake
Block.
2. Screw in and tighten the studs provided into the
tapped holes in the Intake Block. A convenient
method of fitting the studs is to tighten two nuts
together on the top of the stud so that a spanner
can be engaged on the nuts to tighten the studs
into the base. Use of Loctite 262 [25] is
recommended. Ensure threads are clean before
applying Loctite.
3. Liberally apply neutral cure R.T.V. Silicone
Sealant [24] to the top of the Intake Block and the
underside of the Jet Unit Flange.
4. Carefully position the Jet Unit centrally over the
Intake Base and slowly lower the Jet Unit Flange
onto the Studs [13] on the Intake Block.
5. Ensure the Studs fitted to the front of the Jet
Intake, pass through the Intake Block. Secure the
Jet Unit Intake to the Intake Block with Flat
Washers [20]. Spring Washers [23] and Nuts
[18]. Torque load to the recommended torque.
6. Remove excess sealant from inside and outside
the Jet Unit.
7. If not already connected, attach Screen Rake
Spring [4] fitted to the Rake Actuator [9], refer to
Drawing HJ-362-09-002 Screen Rake Assembly.
5.5
5 INSTALLATION
5.4 MOUNTING THE JET UNIT
5.4.2 Assembly of the Transom Plate
to the Hull
Ensure that the Reverse Duct complete with Tailpipe
and Steering Assembly has been removed from the
Jet Unit.
1. Place the Transom Plate in over the rear of the Jet
Unit and up against the Transom.
2. Centralize the Transom Plate in relation to the
Intake and rotate to position the Transom Plate’s
vertical centerline square with the Jet Unit Intake
base. Ensure that the Transom Plate Anodes are
located at the bottom of the Transom Plate.
G.R.P. AND ALUMINIUM HULLS
Refer to Drawings HJ-362-08-001 Installation De-
tails G.R.P. Hulls. Sht 1 and HJ-362-08-001 Instal-
lation Details G.R.P. Hulls. Sht 2. Drawings HJ-362-
08-002 Installation Details Aluminium Hulls. Sht 1
and HJ-362-08-002 Installation Details Aluminium
Hulls. Sht 2.
1. Place the Transom Plate over the Intake casting
and against the Transom.
2. Rotate to position the Transom Plate on the
vertical centreline square with the Intake Flange.
3. Make small locating dimples in the Transom for
the 22 securing Screws [14], by using an 11 mm
diameter drill through the holes in the Transom
Plate.
4. Slide the Transom Plate back off the Tailpipe.
5. Drill 11 mm diameter holes through the Transom
using the dimples to locate. Remove all burrs.
6. Liberally apply neutral cure RTV Silicone Sealant
[24] (supplied) to the Transom Plate contact area
on the Hull and also the joint face of the Transom
Plate and the Screw [14] heads.
7. Fit the Transom Plate into place against the
Transom.
8. Secure the Transom Plate to the Transom using
Screws [14], Nuts [17], Flat Washers [19] and
Spring Washers [22] as shown in the installation
drawing. Ensure that the Screw heads are
positioned on the outside of the Transom.
9. Tighten all 22, securing Screws to the
recommended torque.
10.Wipe off any excess sealant.
11.Liberally grease the Transom Seal [2] and fit over
the Studs [12] located in the channel between the
Transom Plate and the Jet Unit.
5.6
HJ-362
12.Fit the Header Ring [3] over the Studs [12] and
secure to the Transom Plate with Spring Washers
[21] and Nuts [16].
13.Finally tighten the Transom Seal by tightening
the Nuts [16] to the recommended torque.
Gradually tighten the nuts incrementally by
working around the Header Ring twice.
STEEL HULLS
Refer to Drawings HJ-362-08-003 Installation De-
tails Steel Hulls. Sht 1 and HJ-362-08-003 Installa-
tion Details Steel Hulls. Sht 2.
NOTE: The Transom Seal Assembly must be totally
insulated from the hull by a Gasket [6] and
Flanged Insulating Bushes [10] fitted around
the mounting Screws [14].
1. Ensure that the Transom Plate Insulating Bushes
[10] are fitted to the Transom Plate. Note that
these should be fitted from the outside of the
Transom Plate.
2. Place the Transom Plate over the Intake casing
and up against the Transom.
3. Rotate the Transom Plate to position it on the
vertical centreline square with the Intake Flange.
4. Make small locating dimples in the Transom for
the 22 securing Screws [14], by using a 11 mm
diameter drill through the Insulating Bushes
fitted to the Transom Plate, taking care not to
damage the Insulating Bushes.
5. Slide the Transom Plate back off the Tailpipe.
6. Drill the 22, 11 mm diameter holes through the
Transom using the dimples to locate. Remove all
burrs.
7. Liberally apply neutral cure RTV Silicone Sealant
[24] to the Transom Plate contact area on the
Hull and also the joint face of the Transom Plate
and the Screw [14] heads.
8. Apply neutral cure RTV Silicone Sealant [24] to
the Transom Plate Gasket [6]. Fit to the Transom
and align with the drilled holes.
9. Install the Transom Plate in place against the
Transom Plate Gasket and Transom and secure
in 3 positions with Screw [14], Nuts [17], Flat
Washers [19] and Spring Washers [22]. Hand
tighten only. Ensuring that the screw heads are
positioned on the outside of the Transom.
R1 A37

HJ-362
10.Check the insulation between the Jet Unit and the
Transom. (The resistance between the Jet Unit
and the Transom should be 1000 ohms or
greater. If the reading is below 1000 ohms, the
fault should be investigated and rectified before
continuing).
11.Secure the Transom Plate and Gasket to the
Transom with the remaining Screws [14], Nuts
[17], Flat Washers [19] and Spring Washers [22]
as shown in the Installation Drawing. Ensure
that the Screw heads are positioned on the
outside of the Transom.
12.Tighten all 22, securing Screws to the
recommended torque.
13.Wipe off any excess sealant.
14.Check the insulation between the Jet Unit and the
Transom, any fault should be investigated and
rectified before continuing).
15.Liberally grease the Transom Seal [2] and fit over
the Studs [12] located in the channel between the
Transom Plate and the Jet Unit.
16.Fit the Header Ring [3] over the Studs [12] and
secure to the Transom Plate with Spring Washers
[21] and Nuts [16].
17.Finally tighten the Transom Seal by tightening
the Nuts [16] to the recommended torque.
Gradually tighten the nuts incrementally by
working around the Header Ring twice.
R1 A37
5 INSTALLATION
5.5 FINAL ASSEMBLY
5.5 FINAL ASSEMBLY
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
The Reverse Duct and Tailpipe should have been
removed prior to the installation of the Jet Unit
through the Transom hole.
The Reverse Duct, Tailpipe and Steering Assembly
can now be re-fitted to the Jet Unit as shown in the
following procedures:-
5.5.1 Re-Fitting the Reverse
Components
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
REVERSE DUCT AND TAILPIPE RE-FITTING (COM-
PLETE).
The Reverse Duct and Tailpipe should have been
removed prior to the installation of the Jet Unit
throught the Transom hole.
The Reverse Duct, Tailpipe and Steering Assembly
may now be refitted to the Jet Unit as shown in the
following procedure:-
1. Using the appropriate approved Lifting
Equipment, lift the Reverse Duct complete with
Tailpipe and Steering Assembly attached and
locate onto Studs [67], two on either side of the
Tailpipe and Studs Lower [68] above and below
the Tailpipe fitted on the rear of the Intake.
2. Secure in position with Spring Washer [77] and
Nuts [74], using Loctite 242.
NOTE:
1.Torque Load Nuts [74] to the Upper and
Lower (Stainless Steel) Studs [67] to 16 Nm
945lbs/ft).
2.Torque Load Nuts [74] to the (SAF-2205)
Studs [68] on either side of the Tailpipe, to
130 Nm (95 lbs/ft).
3. Re-connect the Reverse Duct to the Reverse
Cylinder (if fitted) as shown in paragraphs 9 to 13
of Section 9.3.2 Reverse Duct: Refit to the Jet Unit.
5.7
5 INSTALLATION
HJ-362
5.5 FINAL ASSEMBLY

STEERING ASSEMBLY RE-FITTING: Cylinder. Take care to correctly reconnect electrical

Refer to Section 9.5.2 Steering Bracket and Steering connections. Refer to the Overhaul Section of the
Shaft Re-Fitting for the re-fitting of the Steering Controls Manual for further information.
Shaft.
5.5.2 Re-Fitting the Steering
REVERSE DUCT RE-FITTING: Components
Using the appropriate lifting equipment, refit the
Reverse Duct as shown in Section 9.3.2 Reverse
STEERING BRACKET RE-FITTING:
Duct: Refit to the Jet Unit.
Refer to Section 9.5.2 Steering Bracket and Steering
Shaft Re-Fitting for re-fitting details.
REVERSE CYLINDER RE-FITTING:
Refer to Drawings HJ-362-07-005 Reverse Assembly.
STEERING CYLINDER RE-FITTING:
Sht 1 and HJ-362-07-005 Reverse Assembly. Sht 2
Refer to Section 9.5.3 Steering Cylinder Re-Fitting for
The Reverse Cylinder may now be refitted to the Jet
refitting details.
Unit in accordance with the instructions at Section
9.3.1 Reverse Cylinder: Refit to the Jet Unit.
STEERING SENSORS RE-FITTING:
Replace any position sensors and linkages that were
removed from the inboard end of the Reverse Refit any Steering Sensors attached to the Tiller.

CRANK

WASHER TILLER

SPRING WASHER

NUT

COTTER

Figure 25: Jet Steering Tiller-Cotter Alignment for Single Jet

5.5.3 Assembling the Jet Steering TWIN JET INSTALLATIONS:

Tillers
SINGLE JET INSTALLATIONS:
For single Jet installation the Cotter (taper) Pin in the
Steering Tiller assemby should be fitted from the
same side as the Cotter (taper) Pin fitted to the
Steering Crank. Refer to Figure 25: Jet Steering Tiller-
Cotter Alignment for Single Jet.
Ganged control of steering in multiple Jet
installations is achieved by swivel ended Tie Rod(s)
interconnecting the Jet Tillers. An adjustable length
Tie Rod is supplied to facilitate accurate centreing of
the Jets.
a) For Deadrise angles up to 15º:
• For each Jet, fit the Cotter (taper) Pins for
the Tiller and Crank from the same side
(this places the Tiller and Crank “In-Line”).
Refer to Figure 25: Jet Steering Tiller-Cotter
Alignment for Single Jet.
b) For Deadrise angles at 15o or more:
• For both Jets - fit the Cotter (taper) Pins for
the Tiller and Crank both from opposite di-
rections as shown in Figure 27: Twin Jet
Deadrise Angles Over 15º.

5.8 R1 A37
 5 INSTALLATION
HJ-362
5.5 FINAL ASSEMBLY

L OF ENGINE

CL OF ENGINE
L OF JET

CL OF JET
C
C
STARBOARD PORT

TIE ROD

HYDRAULIC STEERING
STEERING CYLINDER
ACTION

7° EXAMPLE JET MOUNTS FLUSH WITH

HULL DEADRISE ANGLE

VIEW LOOKING AFT

ON TRANSOM

Figure 26: Twin Jet Deadrise Angles Up To 15º

OUTBOARD INBOARD OUTBOARD

(PORT) (STARBOARD)

Figure 27: Twin Jet Deadrise Angles Over 15º

TRIPLE JETS:
• Only one Steering Cylinder is required which
should be mounted on the centre Jet.
• Two swivel ended Tie Rods are used to intercon-
nect the Jet Tillers, from starboard to centre Jet
and from centre to port Jet. Bolt one Tie Rod aft
of and one ahead of the centre Jet Tiller.
a) For Deadrise Angles up to 15o:
• For all three Jets, the Cotter (taper) Pins fit-
ted in the Steering Tiller and the Steering
Crank are fitted in the same direction, sim-
ilar to the Single Jet Cotter (taper) Pin ar-
rangement. Refer to Figure 25: Jet Steering
Tiller-Cotter Alignment for Single Jet.
b) For Deadrise Angles of 15o or More:
• For the centre Jet only, fit the Cotter (taper)
Pins to the Steering Tiller and the Steering
Crank from the same direction, similar to
the Single Jet Cotter (taper) Pin arrange-
ment. Refer to Figure 25: Jet Steering Tiller-
Cotter Alignment for Single Jet.
• For the port and starboard Jets, fit the Cot-
ter (taper) Pins to the Tiller and Crank from
opposite directions as shown for “Twin Jets
with Deadrise over 15o” as shown in Figure
27: Twin Jet Deadrise Angles Over 15º.
TIGHTENING COTTER (TAPER) PIN NUTS:-
Ensure that all the Cotter (taper) Pins are fitted the
correct way as shown for Single, Twin or Triple Jets
above. Then fit thick washers first, followed by the
spring washers and then the nuts. Torque load all
nuts (2 per Jet) to the recommended torque as
shown in Drawing 85113 Recommendations for Nut
and Locking Screw Tightening Torques.

R1 A37 5.9
5 INSTALLATION
5.6 ADJUSTING STEERING ROTATION
STARBOARD
VIEW LOOKING AFT
Figure 28: Triple Jet-Tie Rod / Steering Cylinder and Tiller Set-Up
5.5.4 Centering the Jet(s) Steering
Before mounting the Cylinder or fitting the Steering
Tie Rod(s) ( for multiple Jet applications), ensure
that all Nozzles are set to the "dead ahead" position
and temporarily clamp the Nozzles so that the
Tillers will not move from the dead ahead position.
Switch off the Reverse Control
System (if operational) during
steering adjustment so that the
Reverse Duct cannot be
CAUTION
accidentally lowered.
5.5.5 Spare "V" Belts
Spare V-Belts will cause a
potential hazard to both
personnel and machinery if not
properly secured.
WARNING
Ensure that the Spare V-Belts are
fastened securely to the Jet Unit
and do not come loose and foul
other equipment during vessel
operation.
The Coupling will have a set of spare "V" Belts
attached to it. With a Note explaining what to do
with the spare belts.
Ensure that the Mainshaft passes through the "V"
Belts. This allows the spare "V" Belts to be used
without disconnecting the Driveshaft from the
Coupling.
5.10
HJ-362
PORT
5.6 ADJUSTING STEERING
ROTATION
For a Jet Installation where a Jet Unit is mounted on
a hull deadrise, the Steering Nozzle Housing can be
rotated 15º to port or starboard if required. This
helps to keep the Waterjet axis close to the
horizontal plane when steering occurs.
• To achieve this, the Nozzle, Nozzle Hous-
ing, Nozzle Insert and Steering Shaft are all
rotated to new positions offset 15º to ei-
ther Port or Starboard.
• The Jet Units are supplied with correct ro-
tation if the hull deadrise was known to
Hamilton Jet when the order was placed.
• Use the following directions to change the
Steering Rotation if required.
NOTE: Little loss of steering efficiency occurs until
the Waterjet axis departs more than 15º
from the horizontal plane.
5.6.1 Steering Configuration
The following factors determine how the Steering
is rotated, as well as the required position of the
Tiller:
1. Installation type: i.e. 1, 2, 3 or 4 Jet Units.
2. Hull deadrise angle.
Refer to Figure 29: Description of Steering Rotation
HJ-362 Jet Unit to determine for each Jet Unit:
1. Whether the steering must be rotated. Three
choices are available:
• No rotation.
• 15º rotation to port.
• 15º rotation to starboard.
2. Whether the Tiller must be fitted straight or
angled 15º.
R1 A37

HJ-362
SINGLE JET INSTALLATION:
The Jet Unit is configured with no steering rotation
and a straight Tiller.
TWIN AND QUAD JET INSTALLATIONS WITH HULL
DEADRISE ANGLE UP TO 15º:
• Each Jet Unit is configured with no steering
rotation and straight Tillers as shown on
Figure 29: Description of Steering Rotation
HJ-362 Jet Unit.
• The Steering & Reverse Mount Bracket can
be located on any Jet Unit.
TWIN AND QUAD JET INSTALLATIONS WITH HULL
DEADRISE ANGLE OF 16º TO 30º:
• Rotate Steering Nozzles as shown on the
diagram.
• Change Tillers so that all Tillers are angled,
as shown on Figure 29: Description of Steer-
ing Rotation HJ-362 Jet Unit.
• The Steering & Reverse Mount Bracket can
be located on the port Jet Units only.
TRIPLE JETS INSTALLATIONS WITH HULL DEAD-
RISE ANGLE UP TO 15º:
• Each Jet Unit is configured with no steering
rotation and straight Tillers as shown on
Figure 29: Description of Steering Rotation
HJ-362 Jet Unit.
• The Steering & Reverse Mount Bracket can
be located on any Jet Unit.
TRIPLE JETS INSTALLATIONS WITH HULL DEAD-
RISE ANGLE OF 16º TO 30º:
• On the Outboard Jets only, rotate the Steer-
ing Nozzles as shown on Figure 29: De-
scription of Steering Rotation HJ-362 Jet
Unit.
• On the Outboard Jets only, configure the
Tillers so that both outboard Tillers are an-
gled, as shown on Figure 29: Description of
Steering Rotation HJ-362 Jet Unit.
• The Centre Jet Unit is configured with no
steering rotation and a straight Tiller as
shown on Figure 29: Description of Steering
Rotation HJ-362 Jet Unit.
• The Steering & Reverse Mount Bracket
must be located on the centre Jet Unit.
R1 A37
5 INSTALLATION
5.6 ADJUSTING STEERING ROTATION
5.6.2 Changing Steering Rotation
Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1, HJ-362-06-005
Steering Assembly General Arrangement. Sht 2 and
HJ-362-06-005 Steering Assembly General Arrange-
ment. Sht 3.
1. Remove any senders and linkages attached to the
Tiller. Make every effort to remove linkages in
such a way that they can be replaced with
minimum disturbance to their original position.
Refer to the Controls Manual for further
information.
2. Remove the Nozzle and Tailpipe. Refer to
Section 9.8.2 Tailpipe Area - Dismantling.
3. Remove the Tiller and the Steering Shaft. Refer
to Section 9.4.4 Steering Shaft Removal.
4. Knock the nylon Blanking Plug [13] out of the
hole in the Intake that is going to be used for the
Steering Shaft. This can be determined from
Section 5.6.1 Steering Configuration.
5. Remove all thread locking fluid from the bung
and clean the hole it was removed from. Take
care not to damage the aluminium Intake casting.
6. Carefully remove the Scraper Housing [11],
Scraper [15] and Seal [16] from the existing
Steering Shaft hole and fit into the new hole as
required.
7. Fit the bung into the old hole. To do this:
a) Apply a thin coat of Loctite 747 Loquic T
Primer to both housing bore and Blanking
Plug.
b) Apply Loctite 262, or equivalent thread
locking fluid, to the bung.
c) Refit into the vacated Steering Shaft hole.
8. Refit Tailpipe and Nozzle, this time rotating
Nozzle one hole to port or starboard as required.
NOTE: The Steering Shaft passes through the Bush
in the Nozzle Housing. Refer to Section
9.4.6 Nozzle Assembly Overhaul.
9. Refit and Adjust Tiller as described in the
following section.
10.Refit any linkages attached to the Tiller. Refit all
linkages with minimum disturbance to their
original position. Refer to the Controls Manual
for further information.
5.11
5 INSTALLATION
HJ-362
5.6 ADJUSTING STEERING ROTATION

TWIN OR QUAD JET UNITS

0° TO 15° DEADRISE
STRAIGHT TILLERS

TWIN OR QUAD JET UNITS

16° TO 30° DEADRISE
ANGLED TILLERS

STARBOARD PORT

SINGLE OR TRIPLE JET UNITS

0° TO 15° DEADRISE
STRAIGHT TILLERS

SINGLE OR TRIPLE JET UNITS

16° TO 30° DEADRISE
ANGLED TILLERS

PLAN VIEW

VIEWS OF STEERING EQUIPMENT, LOOKING AFT

ON TRANSOM
END VIEW

COTTER PIN ARRANGEMENTS

Tiller Cotter
Crank Cotter
CHANGE COTTER PIN ASSEMBLY
TO CHANGE TILLER ANGLE

STRAIGHT TILLER ANGLED TILLER

Tiller and Crank Cotters Tiller and Crank Cotters
fit from the same side fit from opposite sides

Figure 29: Description of Steering Rotation HJ-362 Jet Unit

5.6.3 Changing Tiller Angle

Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1, HJ-362-06-005
Steering Assembly General Arrangement. Sht 2 and
HJ-362-06-005 Steering Assembly General Arrange-
ment. Sht 3.
1. Fit the Tiller over the Steering Shaft.
2. Fit the Cotter Pins as determined from Section
5.6.1 Steering Configuration and Figure 29: De-
scription of Steering Rotation HJ-362 Jet Unit.
3. Fit spring washers and nuts and tighten the nuts
to recommended torque.

5.12 R1 A37
 5 INSTALLATION
HJ-362
5.7 DRIVELINE AND ENGINE INSTALLATION

5.7 DRIVELINE AND ENGINE 5.7.2 Engine Cooling

INSTALLATION Refer to Section 3.5 Water OffTake.

GENERAL: If a gearbox or clutch is fitted to

The engine(s) should be located in a position that the engine, a conventional hull
will give the vessel the most suitable fore and aft trim water pick-up and engine raw
for the proposed boat speed. For semi-planing and water pump must be used.
moderate planing speed craft it is likely that the CAUTION
engine should be positioned well forward towards
amidships for best trim and thus speed. For very
high speed craft it is likely the engine should be Ensure that the engine cooling
positioned aft, close to the Jet Unit, to obtain best water pick up is not directly
trim and speed. Follow the recommendations of the ahead of the Jet Unit Intake, but
boat designer in this regard or consult C.W.F. well to the side to avoid turbulent
Hamilton & Co Ltd. CAUTION
water flow into the Jet.

DRIVESHAFT INSTALLATION:
Refer to Section 3.4 Jet Mainshaft Alignment and 5.7.3 Engine Systems
Section 3 Design Basics to get the engine location Refer to Section 3.6.4 Engine Systems for details on
and shaft line angle correct. Engine Systems.
Consult C.W.F. Hamilton & Co. Ltd for an
Engineering check of driveline proposals.

DRIVELINE COMPONENTS FOR DIESEL ENGINES:

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 will be
able to calculate the torsional coupling stiffness
required to achieve this.

5.7.1 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 which 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. Refer to
Section 3.4 Jet Mainshaft Alignment and also Section
3.3.3 Driveshaft Options for recommended driveshaft
and engine installation angles.

R1 A37 5.13
5 INSTALLATION
5.8 INSTALLATION CHECKS FOR THE JET UNIT
5.7.4 Exhaust Systems
Refer to Section 3.2.5 Engine Exhausts. for details on
Engine Exhaust Systems.
5.7.5 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 if clutch or gearbox fitted but without
these unbolt the driveline at the engine flywheel and
open the throttle fully. To accurately measure RPM,
use a calibrated hand tachometer.
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.
- refer to Section 3.3 Drivelines.
5.14
HJ-362
5.8 INSTALLATION CHECKS FOR
THE JET UNIT
JET UNIT: MOUNTING:
1. Check that the Transition Duct is faired to the hull
bottom. Contours should be smooth with no
steps or protrusions greater than 2mm.
2. Check that there are no flow obstructions forward
of the Intake (Refer to Hull details in the Jet
Designers Manual and also Section 3.2 Hull De-
signand Section 5.2 Hull Preparation in this
manual).
3. Inspect the Intake Block for obvious distortion or
gaps between the Jet Unit Intake and the Intake
Block.
4. GRP and Aluminium Hulls Only; Check that the
silicone sealant between the Intake Block and the
Jet Unit Intake has not squeezed out into the
water passage. Trim off excess sealant if
necessary.
5. Steel Hulls Only; Check that the sealant between
the Intake Block and the Jet Intake has not
squeezed out into the water passage. Check that
the Intake Block Gasket and sealant between the
Intake Block and the Hull Flange has not squeezed
out into the water passage. Check that the Intake
Block Gasket has been fitted properly, reposition
if required and trim off any excess sealant if
necessary.
6. 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 Transom Seal.
7. Steel Hulls Only; Check that the Jet Unit is
insulated from the Hull (Refer to Section 4.3.2
Checking the Insulation and the Installation
Drawings contained in this manual).
8. Check that the engine exhausts are above the
expected waterline or well clear of the water jets.
Refer to Section 3.6.5 Exhaust Systems in the
"Design Basics" Section and Section 5.7.4 Ex-
haust Systems in the "Installation" Section of
this manual.
9. Check that the Hull Trim Tabs (if fitted) will not
interrupt reverse flow from the water jets. Refer
to Section 3.2.4 Trim Tabs and Figure 12: Allow-
able Trim Tabs Location in the "Design Basics"
Section of this manual.
R1 A37
 5 INSTALLATION
HJ-362
5.8 INSTALLATION CHECKS FOR THE JET UNIT

JET UNIT: GENERAL:

1. 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.
2. Check that the internal and external Anodes are in
place and have not been painted over. (Refer to
Drawing HJ-362-13-002 Anode Location Draw-
ing).
3. If antifouling has been applied to the Jet Unit
casing, ensure that it is compatible with
aluminium (i.e. Not copper based).
4. Check that the Main Inspection Cover and the
Water Seal Inspection Cover O Rings and Gaskets
are correctly located and that the securing Nuts
are tightened to the recommended torque.
5. Check that the correct Dipsticks are fitted to the
Bearing Housings for the different deadrise angles
(Refer to Drawing HJ-362-05-000 Dipsticks) and
that the oil levels in the Bearing Housings are
correct.
6. Check any water offtake connections (if fitted) for
correct fitting and security. Check that any
unused water offtakes are correctly plugged.
7. Check that the Steering Linkage Rod Ends and
Clevis are aligned in the same plane.

DRIVE SHAFT:
1. Ensure that the Driveline details have been
checked and approved by CWF Hamilton & Co
Ltd.
2. On universal joint drive shafts (Refer to Section
3.3 Drivelines in the "Design Basics" Section of
the Manual) check the following:-
• Yoke offset angles are in the same plane,
are equal and <5°.
• Yokes are in the same plane.
3. On Line Shafts supported by bearings (Refer to
Section 3.3 Drivelines in the "Design Basics"
Section of the Manual) check the following:-
• Support bearings are aligned with the en-
gine flywheel.
• Outer support bearings are positioned close
to the end couplings.

R1 A37 5.15
5 INSTALLATION
HJ-362
5.8 INSTALLATION CHECKS FOR THE JET UNIT

5.16 R1 A37
 5.9 INSTALLATION DRAWINGS
R1 A37

HJ-362
5.9 INSTALLATION DRAWINGS
5 INSTALLATION
5.17

HJ-362-08-001 Installation Details G.R.P. Hulls. Sht 1

5 INSTALLATION
HJ-362
5.9 INSTALLATION DRAWINGS
HJ-362-08-001 Installation Details G.R.P. Hulls. Sht 2
5.18 R1 A37
R1 A37

HJ-362
5.9 INSTALLATION DRAWINGS
5 INSTALLATION
5.19

HJ-362-08-002 Installation Details Aluminium Hulls. Sht 1

 5.9 INSTALLATION DRAWINGS
5 INSTALLATION
5.20

HJ-362
R1 A37

HJ-362-08-002 Installation Details Aluminium Hulls. Sht 2

HJ-362 5 INSTALLATION
5.9 INSTALLATION DRAWINGS
HJ-362-08-003 Installation Details Steel Hulls. Sht 1
R1 A37 5.21
5 INSTALLATION
HJ-362
5.9 INSTALLATION DRAWINGS
HJ-362-08-003 Installation Details Steel Hulls. Sht 2
5.22 R1 A37
Section 6
COMMISSIONING
This information is intended for use by CWF
Hamilton representatives. Refer to the Controls
System manual for details of commissioning
checks specific to the controls system.
Ensure that the vessel is securely
moored, as during commissioning
the jet unit may produce large
thrust forces.
WARNING
Do not proceed if any of the Con-
trol Systems Fault Alarms are still
activated
6.1 PRE-LAUNCH CHECKS
Ensure that all Bearing Housings
are correctly filled with the correct
amount and grade of oil. if this is
not done, then damage will occur
CAUTION
to the Jet Unit.
1. Check all hydraulic shafts for damage and that
they are free from contamination (weld splatter,
grinding dust, fibreglass resin, etc).
2. Check that all Inspection Covers on all Jet Units
are securely attached.
3. Add the correct grade of oil to the Bearing
Housing, using the Dipstick to determine the
correct level of oil. Refer to Section 8.8 Recom-
mended Lubricants for details.
4. STEEL HULLS ONLY:
Check that the insulation between the Jet Unit
and the Hull of the vessel measures NOT LESS
R1 A37
THAN 1000 Ohms. Refer to Section 4.3.2
Checking the Insulation for further details.
6.2 POST LAUNCH CHECKS
Perform the following procedures before the
engines are started.
1. Check that there are no water leaks:
a) At the Transom Seal.
b) At the Intake Base.
c) From under the Bearing Housing (Water Seal
leak).
2. Check that the correct Dipsticks are fitted and
that the oil level in the Bearing Housings are
correct. (Dipstick length is dependant on the
deadrise angle of the Jet Unit). Refer to Drawing
HJ-362-05-000 Dipsticks for details.
3. Check the JHPU oil level and replenish with the
correct grade of oil. Refer to Section 8.8 Recom-
mended Lubricants for details.
4. Check that the waterline is up to at least the
Mainshaft centreline so that the Jet Unit will
prime (pump water properly) when the engine is
started.
5. Ensure that the vessel is securely moored fore
and aft and is located in deep clean water.
6.1
6 COMMISSIONING
6.3 ENGINE RUNNING CHECKS (VESSEL MOORED)
6.3 ENGINE RUNNING CHECKS
(VESSEL MOORED)
1. The Water Bearing (Cutless 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.
2. Ensure that the vessel is securely moored fore
and aft, in deep water.
3. With the Reverse Lever 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 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 temperatureas 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.
CAUTION
5. Check for water leaks around the Jet Unit while
the engine is running particularly under the
Bearing Housing (Mainshaft Water Seal).
6. Check that the Jet Unit and Driveshaft are
running smoothly (no vibrations).
7. Periodically check the Bearing Housing
temperature. The Bearing Housing operating
temperature should not exceed 80º C.
8. Check that the Reverse Controls are working by
monitoring the Reverse Duct position while
moving the Control Lever.
9. 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.
10.Check that the steering travel is limited by the
Steering Cylinder and not the Steering Linkage.
11.After stopping the engines, check the hydraulic
systems oil levels and replenish if required.
6.2
HJ-362
6.4 VESSEL SPEED AND
HANDLING TRIALS
If a problem is detected, return to
the mooring immediately, at
reduced power. DO NOT operate
the jet unit until the fault has been
CAUTION
repaired. refer to section 7 Fault
Finding.
1. Leave the mooring and check that the steering is
operating correctly at “Forward Speed”, at “Zero
Speed” and at “Astern”.
2. Observe the waterjet emerging from the Steering
Nozzles when the vessel is going dead ahead at
speed. The waterjet should be a 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 “Zero
Speed” to “Full Ahead”).
4. Periodically check the surface temperature of the
Bearing Housing and record the temperatures
once it reaches a steady value. Due to friction
caused by the seals, the Bearing Housing is likely
to be warm. The Bearing Housing operating
temperature should not exceed of 80º C. A faulty
bearing will be heard and felt as a vibration
through the Bearing Housing and is likely to
cause significant heat build-up in the Bearing
Housing.
5. If practical, check the Coupling joint
temperatures. Increased joint temperature may
indicate driveshaft misalignment.
6. Periodically check the hydraulic oil temperature
at the JHPU oil reservoir. Record the temperature
reading after a sustained run at cruising speed
and also after a period of vessel manoeuvering.
7. Record maximum speed (using GPS) and engine
revolutions (Note that 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.
8. Record Vessel speed at varying engine
revolutions if possible.
9. Record observations on vessel trim, loading etc.
R1 A37
 6 COMMISSIONING
HJ-362
6.5 AFTER INITIAL TRIALS (AFTER ENGINE SHUT DOWN)

6.5 AFTER INITIAL TRIALS (AFTER

ENGINE SHUT DOWN)
1. Refer to Section 8.4 Servicing Intervals for any
after trials maintenance that may be required.
2. Ensure that all important information recorded
during trials is stored for later reference.
3. Check for water leaks around the Jet Unit
especially at the Transom Seal at the Intake Block
and under the Bearing Housing (Water Seal
leaks).
4. STEEL HULLS ONLY: Check that the insulation
between the Jet Unit and the Hull of the vessel
measures approximately 80 to 100 Ohms. Refer
to Section 4.3.2 Checking the Insulation for
further details.

R1 A37 6.3
6 COMMISSIONING
HJ-362
6.5 AFTER INITIAL TRIALS (AFTER ENGINE SHUT DOWN)

6.4 R1 A37
 PART C
Servicing Information

• FAULT FINDING
• MAINTENANCE
• OVERHAUL
Section 7
FAULT FINDING

HOW TO USE THIS FAULT FINDING TABLE: 3. Use the "REFER" column for more information
1. Look for a symptom similar to what you have on each solution.
noticed. 4. Try the easiest (first) solution first.
2. Try each solution until the fault is found and
rectified.
7.1 JET UNIT FAULTS
Table 4: Jet Unit Faults

SYMPTOMS

NO POSSIBLE CAUSE SOLUTION REFER

1 The engine unloads (RPM increases).

There is some blockage of the Jet Unit. The blockage must be removed. Sect.“2.9".
2 A lack of jet thrust (boat speed drops).
There is some blockage of the Jet Unit. The blockage must be removed. Sect.“2.9".
3 Excessive noise and vibration comes from the Jet Unit.
There is some blockage of the Jet Unit. The blockage must be removed. Sect.“2.9".
4 Water leaking from under the Bearing Housing.
Faulty Water Seal. Inspect and repair the Water Seal. Sect.“8.5".
Sect.“9.6.2"
and
Sect.“9.6.3".
5 Excessive high pitched rattling, whine.
There is some blockage of the Jet Unit. The blockage must be removed. Sect.“2.9".
Faulty Thrust Bearing. Inspect and repair the Thrust Bearing. Sect.“8.5" Item
No 2.
Sect.“9.6".

R1 A37 7.1
7 FAULT FINDING
HJ-362
7.1 JET UNIT FAULTS

Table 4: Jet Unit Faults (Continued)

SYMPTOMS

NO POSSIBLE CAUSE SOLUTION REFER

6 Bad vibrations.
There is some blockage of the Jet Unit. The blockage must be removed. Sect.“2.9".
Worn Marine Bearing, or Marine Bear- Inspect and repair the Marine Bearing. Sect.“8.5". Item
ing water drain hole in the Tailpipe No 13/c).
Cone is blocked. Sect.“9.8.6".
Worn Driveshaft universal joints. Inspect and repair the driveshaft in N/A.
accordance with the manufacturer’s
recommendation’s.
7 Engine revolutions gradually increasing over a period of time. Take off performance poor.
There is some blockage of the Jet Unit. The blockages must be removed. Sect.“2.9".
Worn or blunt Impellers. Inspect and repair the Impeller as well Sect.“8.5". Item
as the Wear Ring. No’s a) & b).
Excessive Impeller tip clearance. Inspect and repair the Impeller as well Sect.“9.8".
as the Wear Ring.
8 Sudden increase in engine revolutions with no noticeable decrease in thrust.
Faulty tachometer. Repair tachometer. N/A.
9 Excessive engine revolutions, noisy Jet Unit with aerated water from Nozzle.
Screen blocked with wood or debris or The blockage must be removed. Sect.“2.9".
rope through screen and wrapped
around the Mainshaft.
Object jammed in Stators and/or Impel- The object must be removed. Sect.“2.9"
ler.
10 Low engine RPM.
Problem with engine. Investigate operation of engine. Refer to engine
manufacturers
manual.
Incorrect Impeller and Nozzle Insert Contact C.W.F. Hamilton for a check Refer to Drgs
selection. to be made. HJ-362-03-001
Impellers and
HJ-362-06-005
Steering Assem-
bly General
Arrangement.
Sht 1.
11 Thrust Bearing Housing excessively hot.
Thrust Bearings [48] or [49] Water Seal Overhaul the Bearing Housing and Sect.“9.6".
[41] failure. Water Seal.

7.2 R1 A37
 7 FAULT FINDING
HJ-362
7.2 REVERSE SYSTEM FAULTS

7.2 REVERSE SYSTEM FAULTS

Table 5: Reverse System Faults

SYMPTOMS

NO POSSIBLE CAUSE SOLUTION REFER

1 Reverse Duct creeping down from the Up Position

Reverse Cylinder Hose leaking. Overhaul the Reverse Cylinder. Sect.“9.2.4".
Reverse Cylinder Seal Failure. Drg HJ-362-
Suspect Seals Are: 07-005 Reverse
Wiper Seals [30]. Assembly. Sht 1.
Oil Seals [26].
Piston Seal [25].
2 Reverse Cylinder: Oil Leaking from the Shaft outside the Transom.
Reverse Cylinder seal failure in the Overhaul the Reverse Cylinder. Sect.“9.2.4".
Back Head [5]: Drg HJ-362-
Suspect seals are: 07-005 Reverse
Oil Seal [26]. Assembly. Sht 1.
O Ring [21].
Wiper Seal [30].
3 Reverse Cylinder: Oil Leaking around the Back Head [5] outside the vessel.
Possible failure of the loctite seal Overhaul the Reverse Cylinder and Sect.“9.2.4".
between the Backhead [5] and the refit the Backhead using Loctite 569 to Drg HJ-362-
Reverse Cylinder [20]. seal the joint. 07-005 Reverse
Assembly. Sht 1.
4 Reverse Cylinder: Oil Leaking from Nipple [27].
Reverse Cylinder seal failure. Overhaul the Reverse Cylinder. Sect.“9.2.4".
Suspect Seals are: Drg HJ-362-
Bonded Seal [28]. 07-005 Reverse
Assembly. Sht 1.
Refer to the
Hose connections to Nipple faulty. Check the hose connections. Controls Man-
ual Hose Draw-
ings.
5 Reverse Cylinder: Oil Leaking from the Connector [11].
Check the Bonded Seals [28] fitted to Overhaul the Reverse Cylinder. Sect.“9.2.4".
the Nipples [27]. Drg HJ-362-
Reverse Cylinder seal failure. 07-005 Reverse
Suspect Seals are: Assembly. Sht 1.
Bonded Seal [28].
Sect.“9.2.4".
Check the security of the End Plug [13]. Replace O-Ring [23] and secure End Drg HJ-362-
Suspect Seals are: Plug [13]. Ensure that O Ring [23] is 07-005 Reverse
O Ring [23]. not damaged when re-fitting the End Assembly. Sht 1.
Plug [13]. Refer to Con-
trols Manual
Hose connections to Nipple faulty. Check the hose connections. Hose Drawings.

R1 A37 7.3
7 FAULT FINDING
HJ-362
7.2 REVERSE SYSTEM FAULTS

Table 5: Reverse System Faults (Continued)

SYMPTOMS

NO POSSIBLE CAUSE SOLUTION REFER

6 Reverse Mechanism Stiff to Operate.

Hemispherical Seat worn or loose. Check the security of attachment of Sect.“9.2.4".
Suspect components are: the Gland Housing to the Transom Drg HJ-362-
Anti Rotation Pin [16] damaged or Plate. Overhaul the Gland Housing. 07-005 Reverse
broken. Assembly. Sht 1.
O Rings [22] damaged or missing.

Reverse Shaft [10] and / or Piston
Assembly bent or damaged.
Check the Reverse Shaft and Piston
Assembly for straightness, wear or
damage. Replace if bent or damaged.
Check the operation of the Reverse
cylinder.

Build up of corrosion around the Hemi- Clean the Reverse Cylinder around the
spherical Seat [18] to Connector [11] Hemispherical Seat to Connector ball
ball interface. interface.
7 Water Leaking in around the Hemispherical Seat [18].
Hemispherical Seat not secure or seal Check the security of the Hemispheri- Sect.“9.2.4".
failure. cal Seat to the Transom Plate. Re- Drg HJ-362-
Suspect Seals are: tighten the attachment bolts. 07-005 Reverse
O Ring [22]. Refit a new O Ring [22] to the Hemi- Assembly. Sht 1.
spherical Seat.
8 Poor Reverse Thrust.
Reverse Duct flow is being ingested into Determine reason for flow ingestion Refer to Con-
the Intake. into Intake and correct. trols Manual.

Reverse flow hitting the Trim Tabs. Check dimensions of Trim Tabs at Fig- Sect.“3.2.4".
ure 12: Allowable Trim Tabs Location
and reposition the Trim Tabs.

Engine Exhaust is being ingested into Reposition engine exhausts to exhaust Sect.“3.2.5".
the Intake. above the waterline.
9 Poor Forward Thrust.
Reverse Duct not travelling to the “fully Determine reason for limited travel Sect.“9.2".
up” position. and correct.
Also refer to
Check for oil leaks or seal failure. Overhaul the Reverse Cylinder. Controls Man-
ual.
Check the Reverse Shaft for straight- Overhaul the Reverse Cylinder.
ness, wear or damage which may cause
the piston to jam.

Check the adjustment of the Rod End Re-adjust the Rod End to achieve the
[2]. correct “Fully-Up” position.

7.4 R1 A37
 7 FAULT FINDING
HJ-362
7.3 STEERING SYSTEM FAULTS

7.3 STEERING SYSTEM FAULTS

Table 6: Steering System Faults

SYMPTOMS

NO POSSIBLE CAUSE SOLUTION REFER

1 Steering stiff at the Helm.

Grit jamming Nozzle. Move Nozzle from side to side to Sect.“9.4".
release grit. Flush out.

Helm Wheel Stiff. Check, rectify and lubricate as neces- Refer to Con-
sary. trols Manual.

Steering Tiller Shaft stiff. Check movement of Steering Shaft and Sect.“9.4.4".
clearance on Steering Bushes. Rectify
to a loose running fit.

Grit between Nozzle Bushes [3], and Remove Pivot Pins [6], Sleeves [4], Sect.“9.4.5".
the Nozzle Bearing Shell [27]. Bushes [3], Special Washers [24] and HJ-362-06-
Bearing Shell [27]. Check for wear. 005 Steering
Also check Lip Seals [29] for wear and Assembly Gen-
damage. eral Arrange-
Replace with new parts as necessary. ment. Sht 1. HJ-
362-06-005
Steering Bush [5] or Steering Crank [7] Replace Steering Bush [5] and repair or Steering Assem-
worn or loose. or replace Steering Crank [7]. bly General
Arrangement.
Corrosion build-up around the Steering Clean up Shaft. Remove Bushes, clean Sht 2 and HJ-
Shaft [9] or Steering Shaft Bush and out bores and refit using Loctite. 362-06-005
Bearing Shell [28]. Steering Assem-
bly General
Arrangement.
Sht 3.

Sect.“9.4".
2 Steering jamming.
Grit jamming the Steering Nozzle. Work Nozzle from side to side to Sect.“9.4".
release grit. Flush out. HJ-362-06-
005 Steering
Steering Nozzle Pivot Bolts [6] loose or Remove, check and replace Bolts to Assembly Gen-
bent. the torque specified on the drawing. eral Arrange-
ment. Sht 1 to
Steering Nozzle or Steering Housing Remove, rebuild or replace as neces- HJ-362-06-005
deformed by impact. sary. Steering Assem-
bly General
Arrangement.
Sht 3.

R1 A37 7.5
7 FAULT FINDING
HJ-362
7.3 STEERING SYSTEM FAULTS

7.6 R1 A37
Section 8
MAINTENANCE
8.1 GENERAL
This Jet Unit has been designed to require the
absolute minimum of maintenance. However it is
recommended that the Jet Unit be regularly
examined for the wear of the Bearings, Seals and
Bushes, etc and checked for corrosion anually as a
minimum requirement.
HYDRAULIC EQUIPMENT :—When servicing
Hydraulic Equipment use the following general
rules to ensure effective and trouble free servicing:
1. Minimise loss of oil to surrounding areas by
liberal use of oil absorbent cloth.
2. If disconnecting hydraulic connections to
components which are not going to be serviced
immediately, plug the connection to prevent loss
of oil and entry of foreign particles.
8.2 PRESERVATION (PRE-
INSTALLATION)
NEW JET PRESERVATION:—The following storage
requirements must be provided to ensure no
damage or deterioration occurs to the Jet Unit.
1. Temperature must be between 10ºC and 40ºC
and above the "dew point" (i.e. no condensation
is allowed to form).
2. Loads on the Marine Bearing must be removed to
prevent permanent distortion in one place. This
is done by attaching and adjusting a "Mainshaft
Support Tool" which is fitted through the Main
Inspection Cover.
R1 A37
3. It is desirable to keep Bearing Housing
components coated with oil;
• Turn the Shaft 180º once every month to
achieve this.
• Fill the Bearing Housing with the recom-
mended lubricating oil to the filler neck to
keep the bearings submerged. (This is
more important in cold climates where
rusting due to condensation could occur).
Refer to Section 8.8 Recommended Lubri-
cants.
4. All exposed steel parts (except for stainless steel
parts) should be protected from corrosion. As a
corrosion preventative treatment, coat all
exposed steel parts with a thin layer of rust
preventative oil.
5. To protect hydraulic fittings, either:
a) Coat with oil impregnated corrosion
protection tape
OR
b) Spray with a recognised corrosion protection
product
PREPARATION FOR USE:—To prepare the Jet Unit
for use:
6. If the Bearing Housing has been completely filled
with oil, drain out and refill with new oil. Refer
to Section 8.8 Recommended Lubricants.
7. Remove the "Mainshaft Support Tool" and refit
the Main Inspection Cover.
8.1
8 MAINTENANCE
HJ-362
8.3 PRESERVATION (POST INSTALLATION)

8.3 PRESERVATION (POST

INSTALLATION) Before moving any controls,
ensure that any marine growth is
removed from the Steering and
Do not run the jet unit out of the Reverse Linkage Rods. This will
CAUTION
water unless it is fitted with a Dry prevent damage to the Seals that
Run Kit. these Control Rods pass through.

CAUTION
PERFORM THE FOLLOWING PROCEDURES AT AN
INTERVAL RANGING FROM 1 WEEK TO 1 MONTH,
DEPENDING ON OPERATIONAL CONDITIONS.
When the vessel is not operational for an extended
period, the following procedures must be followed 1. Run the Jet Unit for a short time.
to prevent marine growth and corrosion problems. 2. Stroke the Reverse Duct and Steering Nozzle fully
six times. Leave the Reverse Duct in the raised
IF THE JET UNIT IS TO BE LAID-UP, CARRY OUT position and the Steering Pushrod fully retracted.
THE FOLLOWING. 3. If the engine is not started, turn the Mainshaft by
1. Clean down the whole Jet Unit and wash inside 180º once per week. This can be done manually.
and out with fresh water.
2. Hose the inside of the Jet through the Intake Grill
and the Nozzle. Allow to dry completely.
3. Spray with a suitable corrosion protection oil
such as Shell Ensis.
4. Oil and lubricate all moving parts.
5. Carry out the following on a monthly basis:-
a) If the engine cannot be run, turn the
Mainshaft by 180deg. This can be done
manually.
b) Stroke the Reverse Duct fully six times and
leave in the raised position.
c) Operate the Steering from lock to lock fully six
times.

IF THE JET IS TO REMAIN MOORED, CARRY OUT

THE FOLLOWING:-
1. Actively prevent marine growth through the
following procedures:
a) Paint the inside and outside of the Jet Unit
with antifouling compound.
b) Keep light away from the Jet unit. Moor the
vessel in deep water rather than shallow
water.
c) 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 tied over the Intake Screen.

8.2 R1 A37
 8 MAINTENANCE
HJ-362
8.4 SERVICING INTERVALS

8.4 SERVICING INTERVALS • Complete Jet Unit inspection at 5000 hours

(Refer to Section 8.5/15).
Please note the following points: • Bearing Housing oil replacement at 1000
1. Vessel usage is assumed to be 2000 operational hours (Refer to Section 8.5/3).
hours per year. Adjust schedule as required. 3. Refer to the Controls Manual for the servicing of
2. The frequency of the following service items may the Controls System.
be varied to suit operating conditions.
Table 7: Servicing Intervals (Jet)

SERVICING INTERVALS (JET)

1ST 1ST
1 100 500 1 3 1000 5000
ITEM WHAT TO DO REFER TO 5
DAY HRS. HRS. MTHS MTHS HRS.
2000
HRS.
HRS. HRS.

Internal Water
Path.
Clear Blockages 8.5/1 •
Bearing Housing. Check Oil 8.5/2 •
Bearing Housing. Change Oil 8.5/3 • •
Water Seal Check for Leaks 8.5/5 • •
Anodes Check Condition 8.5/6 •
Screen Rake &
Bearings
Check Integrity
& Lubricate
8.5/7 • •
Steering Cotter
Pins
Check Intergrity 8.5/8 •
Reverse Cylinder
Shaft
Lubricate 8.5/9 • •
Reverse Cylinder
& Hoses
Check for Leaks,
Damage or
8.5/10 • •
Corrosion
Steering Cylin-
der & Hoses
Check for Leaks,
Damage or
8.5/11 • •
Corrosion.
Steering Linkages Check Integrity 8.5/12 •
Steering Shaft Grease 8.5/13 • •
Steering Crank Lubricate 8.5/14 • •
Driveshaft Lubricate 8.5/15 Every 500 hours or as recommended by the Manufac-
Universals turer
Complete Jet Unit Examine /
Repair
8.5/16 • •
Steel Hull (Only) Insulation Check 8.5/16j •

R1 A37 8.3
8 MAINTENANCE
HJ-362
8.4 SERVICING INTERVALS

8.4.1 Daily "Pre Use" Servicing

Checks

THE FOLLOWING AREAS SHOULD BE CHECKED ON

A DAILY BASIS IF THE BOAT IS IN REGULAR USE.

Table 8: Daily Servicing Checks (Jet)

DAILY SERVICING CHECKS (JET)

AREA OPERATION
Intake Screen. Ensure that the water level is below the Hatch or Overflow Pre-
Impeller. venter before opening the Inspection Cover.
Stator Blades. Check via the Inspection Hatch that they are clear of debris.
Reverse Hydraulic Cylinder and Check for oil leaks, especially if oil has been added to the system.
Oil Lines.
Steering System. Check for oil leaks from the steering system, especially if oil has
been added to the system.
Check the freedom of movement of the Steering Cable.
Check for security of attachment of the Cable outer mount points.
Position Indicator Senders Check for loose electrical connections and linkages if fitted on the
(Transmitters). system.
Thrust Bearing Housing. Check for signs of water leaking from under the Thrust Bearing
Housing. (Leaking Water Seal). If Water Seal is leaking it should be
replaced as soon as possible otherwise water could contaminate
the Thrust Bearing causing corrosion and failure of the Thrust
Bearing.

8.4 R1 A37
 8 MAINTENANCE
HJ-362
8.5 JET UNIT SERVICING DETAILS

8.5 JET UNIT SERVICING DETAILS

Extreme care is required whenever

the Inspection Cover is removed as
water may enter the vessel
through this opening.
WARNING
Never leave the Inspection Cover
removed without constant
monitoring of the water levels.

ITEM NO ITEM OPERATION

1 Intake Flow Path.
2 Bearing Housing Oil -
Checking.
3 Bearing Housing Oil -
Changing.
Check for obstructions inside Intake daily.
Remove Inspection Cover and check around the Impeller and
Intake Screen for obstructions and debris
Refer to Section 2.9 Blockages (Debris in the Jet Unit).
Check the oil level and condition daily.
The following conditions may be found during oil checks:-
a) Oil level low. Check for faulty oil seals.
b) Oil has turned a milky white colour. Water has
contaminated the oil. Check the Water Seal. Refer to Section
9.6.3 Water Seal Replacement and Re-Fitting.
• Drain the bearing housing oil.
• Flush out the Bearing Housing.
• Refill with new oil.
Change after the first 5 hours of running and then every
1000hrs. (This period may be adjusted to ensure oil is changed
before it deteriorates).
a) Place a container large enough to hold all the Bearing
Housing oil, under the Bearing Housing drain plug.
b) Remove the Dipstick.
c) Remove the Drain Plug and allow the oil to drain out.
d) Refit the drain Plug.
e) Refill the Bearing Housing with the corect oil as
recommended in Drawing 85018 Recommendations for Lu-
bricants & Oils.

Do not block the drainage holes in

the underside of the bearing hous-
ing as this may cause the ingress
of water into the oil in the Bearing
CAUTION
Housing, causing corrosion and
eventual failure of the Thrust
Bearing.

R1 A37 8.5
8 MAINTENANCE
HJ-362
8.5 JET UNIT SERVICING DETAILS

ITEM NO ITEM OPERATION

4 Water Bearing.
5 Water Seal.
6 Anodes.
7 Screen Rake and Bear-
ings (If fitted).
8 Steering Cotter Pins.
9 Reverse Cylinder Shaft
10 Reverse Hydraulic
Cylinder and Hoses.
This is a water lubricated Bearing and requires no attention. Do
not run the Jet Unit out of water as this will damage the Bear-
ing and Waterseal.
Daily: Check for water leaks around the Bearing Housing drain
hole.
Every 500hrs: Visually check for water dripping from under the
Bearing Housing. If water is found, the Water Seal is defective
and should be replaced.
If the Bearing Housing is to be removed, visually check the Water
Seal wear limit (Max. Wear Limit 0.50) and replace if there is
insufficient material to last to the next maintenance. Drawing
61530 Rotary Seal (Eagle) for HJ-362 Jet refers.
The Water Seal should NOT be removed unless it is going to be
replaced. The Water Seal need only be replaced if it is leaking or
there is insufficient material to last to the next inspection.
Check the condition of the Anodes every 3 months. Refer to
Drawing HJ-362-13-002 Anode Location Drawing.
a) All External Anodes. Replace any anode which is less than
half its original size. Refer to the various Sub-Sections in
Section 9 Overhaul for information on Anode replacement.
b) Internal Intake Anodes. (Located on the internal flanks of the
Intake on either side of the Mainshaft). If the anodes are
more than half corroded they should be changed. Refer to
Section 9.7.1 Intake Internal Anode.
c) Tailpipe Internal Anodes. Also change the Tailpipe internal
anodes at the same time as the Internal Intake Anode.
d) Ensure all fasteners are correctly tightened when fitting new
Anodes. Refer to Section 9.8.6 Tailpipe Overhaul for informa-
tion on Anode replacement.
Check for free operation every 100hrs or Monthly whichever
soonest:
Stiffness or binding may be caused by debris caught in the screen
or seized Bearings. Grease Bearings periodically with water
repellent grease.
Check integrity and security daily where possible.
Check for security of attachment of the Steering Cotter Pins.
Grease every 100hrs or Monthly whichever soonest:
Grease periodically with water repellent grease. Refer to Section
9.3.1 Reverse Cylinder: Refit to the Jet Unit.
Check after the first 5 hours and 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.

8.6 R1 A37
 8 MAINTENANCE
HJ-362
8.5 JET UNIT SERVICING DETAILS

ITEM NO ITEM OPERATION

11 Steering Hydraulic Check after the first 5 hours and then monthly.
Cylinder and Hoses. check for leaks, damage or corrosion. Methodically 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.
12 Steering Linkages. Check integrity daily where possible.
Check that all linkages between the Steering crank and the Steer-
ing Nozzle are secure and have a small amount of free play.
Check the Cotter Pins for security of attachment.
13 Steering Shaft. Grease every 100hrs or Monthly whichever soonest:
Grease periodically with water repellent grease.
14 Steering Crank. Grease every 100hrs or Monthly whichever soonest:
Grease periodically with water repellent grease.
15 Driveshaft. Lubricate every 500 hrs. or to suit the manufacturers recom-
mendations.
Follow the manufacturers recommendations for type of Drive-
shaft used.

R1 A37 8.7
8 MAINTENANCE
HJ-362
8.5 JET UNIT SERVICING DETAILS

ITEM NO ITEM OPERATION

16 Jet Unit. Carry out internal examination of the Jet Unit after the first 2000
hrs. operation and thereafter every 5000 hrs.
This examination should be carried out with the vessel out of the
water.
The following checks should be carried out:-
a) 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. Maximum recommended worn clear-
ance is 1.69mm (0.066”) per side.
New Clearance is approx.: 0.75mm (0.029”).
b) Impeller - Check for Wear and Damage.
• Look for signs of corrosion and erosion damage on all
surfaces of the Impeller.
• Check the Impeller leading and trailing edges for damage.
Drawings 82206 Impeller Blade Dressing Instructions &
Balancing Information. Sht 1 to 82206 Impeller Blade
Dressing Instructions & Balancing Information. Sht 4 refer.
c) Water Seal - Check Gap.
• Remove the Water Seal Inspection Cover.
• Check the gap between the Insert and the shoulder of the
Seal Ring. This gap will decrease as the Water Seal
wears. If the Water Seal has worn and will not reach the
next inspection period before being completely worn out,
the Water Seal should be replaced.
• The Maximum gap of a new Water Seal is 2.4mm.
d) Water Bearing - Inspect.
• Inspect the Water Bearing for scoring or localised wear.
• Replace if excessively worn. To check for wear, push the
Mainshaft hard from side to side. Check total sideways
movement at Impeller tips. Maximum recommended worn
movement is 0.5mm (0.020. ins). This indicates the
amount of wear in the Rubber Bearing and Shaft Sleeve.
These items are to be removed in accordance with Section
9 Overhaul of this Manual.

8.8 R1 A37
 8 MAINTENANCE
HJ-362
8.5 JET UNIT SERVICING DETAILS

ITEM NO ITEM OPERATION

16(Cont’d) Jet Unit (Cont’d). e) Reverse Duct - Examine.
• Check that the Reverse Duct Pivot Pins and Reverse Cyl-
inder attachment points are secure and that there is no
binding in the Bushes.
• If these items are to be removed, this is to be carried out
in accordance with Section 9.2.1 Reverse Duct Removal.
f) Steering Linkages - Disconnect.
• These items are to be removed in accordance with Section
9 Overhaul of the Controls Manual.
g) Tailpipe, Nozzle & Nozzle Housing - Removal.
• These items are to be removed in accordance with Sec-
tion 9 Overhaul of this Manual.
h) Jet Unit Paintwork.
• The main body of the unit is constructed from silicon-
aluminium allow (LM6) which is resistant to corrosion
from salt water.
• The castings are finished in a polyurethane paint. Period-
ic cleaning down, wire-brushing and repainting may be
necessary depending on water conditions prevailing, and
extent of use.
• When the vessel is on the slip, preferably annually, the
complete Jet Unit should be inspected internally and ex-
ternally for faults, corrosion, or breakage’s. Clean down
and repaint the castings where necessary.
i) Refit Components.
• Refit components in accordance with the Overhaul Sec-
tion of this Manual. Follow the recommendations on
Drawing 85018 Recommendations for Lubricants & Oils
for Bearing Housing lubricants and hydraulic fluids. Refer
to Drawing 85113 Recommendations for Nut and Locking
Screw Tightening Torques for thread tightening torques,
Joint lubrication, thread and joint locking.
j) Insulation Checks (Steel Hulls Only).
• Carry out Insulation Checks as per Section 4.3.2 Check-
ing the Insulation on a monthly basis.

Anti Fouling Paints Anti-Seize compounds

Do not use Copper Oxide based
anti-fouling paints. Do not paint
CAUTION over the anodes.
Do not use anti-seize compounds
which are based on graphite,
CAUTION nickel or copper flakes - these will
cause corrosion. Anti-seize
compounds, usually containing
zinc flakes, are available for
aluminium.

If excessive wear or damage has been found, then

undertake the appropriate overhaul procedures as
described in Section 9 Overhaul. Schedule the next
maintenance period to suit the conditions found

R1 A37 8.9
8 MAINTENANCE
HJ-362
8.6 TOOLS

during this inspection, using the following 8.6 TOOLS

guidelines:
1. Decrease the time between each maintenance
interval the if amount of dirt and sand in the
water increases.
2. Increase the time between each maintenance
interval if amount of dirt and sand in water
decreases.
3. Decrease interval if excessive wear was found in
the Jet Unit internal inspection refer to Section
8.5 Jet Unit Servicing Details. Item 16.
4. Increase interval if minimal wear was found at
the Jet Unit internal inspection refer to Section
8.5 Jet Unit Servicing Details. Item 16.
8.6.1 Standard Recommended
Tools
THE FOLLOWING TOOLS ARE REQUIRED FOR
NORMAL MAINTENANCE ACTIVITIES AND ARE
NOT SUPPLIED BY HAMILTON JET:
1. Torque Wrench ¾" drive with capacity up to
800Nm (590lbs.ft.). This is for the Impeller Nut,
Coupling Nut and Reverse Duct Pivot Pins.
2. Torque Wrench, ½" drive with capacity up to
200Nm (145lbs.ft.).
3. Ratchet, Torque Bar and Short Extension ½"
drive.
4. A/F Sockets. ½" drive with minimum of 13mm,
19mm and 24mm.
5. A/F Spanners. 1 x 9mm, 2 x 17mm and 1 x
24mm.
6. Allen Keys. 1 x 6mm and 1 x 8mm.
7. Long Nose Pliers.
8. Large Screw Driver.
9. Rubber Mallet.

8.6.2 Special Tools

Refer to Drawing HJ-362-11-000 Tools Kits. Sht 1.

8.10 R1 A37
 8 MAINTENANCE
HJ-362
8.7 THREADED FASTENERS

8.7 THREADED FASTENERS THREAD LOCKING AGENTS.—Most fasteners

Refer to Drawing 85113 Recommendations for Nut
and Locking Screw Tightening Torques.
Tightening Torques:
Ensure that all threaded fasteners
are tightened to the correct torque
CAUTION as described in Drawing 85113 or
the relevant assembly drawings.
TIGHTENING TORQUES FOR THREADED FASTEN-
ERS.
1. The tightening torques for standard fasteners are
given on the drawing referenced at the start of
this section.
2. The tightening torques for special fasteners are
shown on the relevant drawings, and also in Ta-
ble 9: Special Fasteners - HJ-362.
3. Ensure that recommended tightening torques are
always used.
Table 9: Special Fasteners - HJ-362
require thread locking agents to prevent loosening.
1. Most applications are described on the drawing
referenced at the start of this section.
2. Special applications will be shown on the
relevant Assembly Drawings.
8.8 RECOMMENDED
LUBRICANTS
Recommended Oils and Lubricants required are
specified on Drawing 85018 Recommendations for
Lubricants & Oils in this Manual.
NOTE: Do not use brake fluid or heavier viscosity
oils.
Anti Fouling Paints
Do not use Copper Oxide based
anti-fouling paints. Do not paint
over the anodes.
CAUTION

TORQUE Anti-Seize compounds

ITEMS Do not use anti-seize compounds
NM LBS/FT which are based on graphite,
CAUTION nickel or copper flakes - these will
Impeller Nut 800 590
cause corrosion. Anti-seize
Coupling Nut 350 258 compounds, usually containing
zinc flakes, are available for
Steering Shaft Cotter Pins 40 30 aluminium.
Bearing Locknut (KMTA) 535 395
Reverse Duct Pivot Pin 600 450
Studs, Intake to Tailpipe 130 96
KMT Lock Nut Set Screws 5 4
Backhead / Fronthead 50/40 40/30
Retainer
Tailpipe Attachment Studs 130 95
[68] (SAF 2205)
Tailpipe Attachment Studs 60 45
[67] (316 STST)

R1 A37 8.11
8 MAINTENANCE
HJ-362
8.8 RECOMMENDED LUBRICANTS

8.12 R1 A37
Section 9
OVERHAUL
NOTE: The Maintenance operations details in this
Section should be carried out when the
Vessel is on a Slip or in Dry Dock.
Overhaul of the Jet Unit should only be carried out
after an examination indicates the need for an
overhaul. Refer to Section 8 Maintenance for
details of how to examine the Jet Unit.
The Overhaul Section of the Controls Manual
contains additional information.
The following overhaul procedures can be
carried out on this Jet Unit:
1. Reverse Assembly Overhaul. Sect.“9.2".
2. Reverse Cylinder Overhaul. Sect.“9.2.4".
3. Steering Assembly Overhaul. Sect.“9.4".
4. Tailpipe Area Overhaul. Sect.“9.9".
5. Bearing Housing Area Overhaul.Sect.“9.6".
PRIOR TO COMMENCEMENT OF OVERHAUL:—
Disconnect and remove all control equipment
attached to components being overhauled. This
prevents damage to the less robust control
equipment.
Take care to identify electrical or hydraulic
connectors so they can be correctly replaced.
Cover all connectors to prevent entry of dirt or loss
of hydraulic oil.
R1 A37
OVERHAUL PROCEDURE:—The following
procedure describes the main activities when
carrying out a complete overhaul, but can be
used to plan any other type of overhaul.
1. Overhaul the Driveshaft (not described) (Refer to
the manufacturers manual).
2. Overhaul the Reverse Assembly.
3. Overhaul the Steering Assembly.
4. Overhaul and refit the Bearing Housing area of
Jet Unit.
5. Overhaul and refit the Tailpipe area of Jet Unit.
6. Overhaul and refit the Transom Plate.
7. Refit the Steering Assembly.
8. Refit the Reverse Assembly.
9. Refit the Driveshaft (not described).
ON COMPLETION OF OVERHAUL:—Perform the
appropriate commissioning of the Jet Unit as
described in this Jet Unit Manual Section 6 Commis-
sioning.
Commissioning the Jet Unit.
It is important that a commissioning of the vessel be
carried out on completion of an overhaul activity as
adjustments and connections may have been
altered during the overhaul operation.
Commissioning the Controls System.
Perform the appropriate commissioning of the
Controls System as described in the Controls
Manual supplied with this Jet Unit.
TOOLS:—All special tools required for the overhaul
of the Jet Unit are shown on Drawing HJ-362-11-
000 Tools Kits. Sht 1.
9.1
9 OVERHAUL
9.1 GENERAL INFORMATION
9.1 GENERAL INFORMATION
CARE OF JET UNIT PAINTWORK:—All castings on
the Jet Unit are of Silicon-Aluminium Alloy (LM6)
which exhibits good resistance to salt water
corrosion.
Anti Fouling Paints
Do not use Copper Oxide based
anti-fouling paints. Do not paint
CAUTION over the anodes.
Anti-Seize compounds
Do not use anti-seize compounds
which are based on graphite,
CAUTION nickel or copper flakes - these will
cause corrosion. Anti-seize
compounds, usually containing
zinc flakes, are available for
aluminium.
CARE OF STAINLESS STEEL PARTS:—Leave all
stainless steel parts polished and unpainted.
ANODES:—Leave all Anodes unpainted.
9.2
HJ-362
9.2 REVERSE ASSEMBLY
REMOVAL AND OVERHAUL
NOTE:
1. The Maintenance operations detailed in this
Section should be carried out when the
Vessel is slipped.
2. For fault finding with the Reverse System,
refer to the Controls Manual supplied with
this Jet Unit.
3. For the overhaul of the Reverse Cylinders
refer to Section 9.2.4 Reverse Cylinder Over-
haul in this Manual.
9.2.1 Reverse Duct Removal
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
1. Disconnect any Sensors attached to the Reverse
Cylinder. Refer to the Overhaul Section of the
Controls Manual supplied with this Jet Unit.
2. Whilst supporting the Reverse Duct with suitable
approved lifting equipment and a lifting sling
attached to the Reverse Duct, disconnect the
Reverse Cylinder [20] from the Reverse Duct [17]
by removing the Split Pin [24] from the Hydraulic
Cylinder retaining Pin [12].
3. Take the weight of the Reverse Duct and
withdraw the Hydraulic Cylinder Retaining Pin
[12].
4. Lower the Reverse Duct.
5. While supporting the Reverse Duct unscrew the
Reverse Duct Pivot Pins [7] and remove with
Washers [9].
6. Remove the Reverse Duct, taking care not to
damage the Reverse Duct Pivot Bushes [8] and
Washers [9] located in the Reverse Duct Arms.
R1 A37

HJ-362
9.2.2 Reverse Duct Overhaul
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
If the Reverse Duct Pivot Pin Bushes [8] and
Washers [9] fitted in the Reverse Duct Arms are
worn or damaged, these should be replaced.
REPLACE THE REVERSE CYLINDER PIN BUSHES [4]
1. With the Reverse Cylinder disconnected from the
Reverse Duct, press out the two Bushes [4] from
the lug on the top of the Reverse Duct.
NOTE: It may be necessary to apply heat to break
the thread lock fluid used. Apply minimal
heat in the area of the bush only.
2. The bores of the Reverse Duct to Reverse
Cylinder attachment lug on the Reverse Duct
must be cleaned of old loctite and activator and
any corrosion deposits.
NOTE: The bore of the Reverse Duct lug is NOT to be
repainted.
3. Apply Loctite Activator 7471 to the outer
surfaces of the two Bushes [4] and allow to dry.
Do not apply Activator 7471 to the bore of the
Reverse Duct lug.
NOTE: Loctite Activator 7471 must be used to refit
the Reverse Cylinder Pin Bushes [4]
otherwise the Loctite 680 will not cure and
retain the bushes in position.
4. Apply Loctite 680 to the whole surface of the
bores of the lug on the top of the Reverse Duct.
NOTE: There are to be NO dry areas between the
Reverse Cylinder Pin Bushes and the bores of
the lug on the top of the Reverse Duct once
the Bushes [4] are fitted.
5. Fit the Bushes [4], ensuring that the shoulders on
the Bushes are fitted to the inside of the Reverse
Duct attachment lug.
6. Rotate the Bushes when fitting to evenly
distribute the loctite around the bores.
7. Wipe off any excess loctite from around the
bushes.
R1 A37
9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL
REPLACING THE REVERSE DUCT PIVOT BUSHES
[8]:
Prior to refitting the Reverse Duct, the Reverse
Duct Pivot Pin Bushes [8] and Washers [9] should
be checked and replaced if required.
1. The Reverse Duct Pivot Bush [8] is normally a
loose fit over the Pivot Pins [7] and should be
round (not oval) to within approx 0.5 mm.
2. Check that threads on Reverse Duct Pivot Pins [9]
are free from burrs.
3. If the Reverse Duct Pivot Bushes [8] are to be
replaced, press out the old bushes.
4. Ensure that the bore in the Reverse Duct Arms
are cleaned of paint and corrosion deposits.
5. Repaint the bores in the Reverse Duct arms with
Vinyl Etch Primer.
NOTE: Loctite Activator 7075 must be used to refit
the Reverse Duct Pivot Bushes [8] otherwise
the Loctite 325 will not cure and retain the
bushes in position.
6. Apply Loctite Activator 7075 to the outer
surfaces of the Reverse Duct Pivot Bushes [8] and
allow to dry.
NOTE: Do NOT apply Activator 7075 to the painted
Reverse Duct arm bores.
7. Apply Loctite 325 to the Reverse Duct Arm bores.
NOTE: There are to be NO dry areas between the
Reverse Duct Pivot Bushes and the bores in
the Reverse Duct arms once the Bushes [8]
are fitted.
8. Press the new bushes into the bores in the
Reverse Duct Arms ensuring that the shoulder on
the bush is fitted on the inside of the Reverse
Duct arm.
9. Rotate the bushes when fitting to evenly
distribute the loctite around the bores.
10.Wipe off any excess loctite from around the
bores and the Reverse Duct Pivot Bushes [8].
11.Should the Reverse Duct Threaded Bush [26]
fitted to the Tailpipe, require replacement, refer
to Section 9.8.2 Tailpipe Area - Dismantling.
9.3
9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL
REPLACE THE REVERSE DUCT ANODES [1].
Refer to Drawings HJ-362-07-005 Reverse Assembly.
Sht 1 to HJ-362-07-005 Reverse Assembly. Sht 2 and
HJ-362-13-002 Anode Location Drawing.
Visually check the 4 Anodes [1] attached to the
outer faces of the Reverse Duct Arms. If these
Anodes are less than half of their original size,
they should be replaced. To replace carry out the
following actions:-
1. Remove the Nuts [35] and Spring Washers [38]
from Studs [32] securing the 4 Anodes [1] to the
outer faces of the Reverse Duct Arms.
2. Remove Anode [1] from the Reverse Duct Arms.
3. The mating surfaces of the Anode / Reverse Duct
Arm should be scraped clean to ensure a good
electrical contact.
4. Fit a new Anode [1] and attach to the Stud [32]
with Nut [35] and Spring Washer [38].
5. Torque load the Nut [35] to the recommended
torque.
6. Carry out Items 1 to 5 above for the replacement
of the other 3 Anodes.
9.2.3 Reverse Cylinder Removal
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
The Reverse Cylinder need only be dismantled if it is
suspected that a seal has failed and hydraulic oil is
found leaking along the Piston Rod Assembly from
either end of the Cylinder. This indicates that the
Piston Rod Seals are defective and must be replaced.
Also refer to the Controls Manual Overhaul Section
for information on the Reverse Assembly.
Typical symptoms of Seal failure are:
• Piston Seal [25]: Reverse Bucket not stay-
ing in up position. Note that this can also
be caused by faults in the Control System.
• Shaft Seals [21] & [26]: Oil leaking from
the Front Head Retainer [15].
1. With the Reverse Duct disconnected from the
Reverse Cylinder,disconnect and fit blanking
plugs to the hydraulic hoses and sender linkages
attached to the Reverse Cylinder.
2. Remove the two Hydraulic Hose Nipples [27]
complete with Seal Ring [28] from the Connector
[11] and fit blanking caps to prevent the ingress
of dirt and moisture.
9.4
HJ-362
3. From outside the Transom, remove the 4
mounting Nuts [34] and remove with Spring
Washers [37] retaining the Reverse Cylinder.
4. Remove Nuts [16] and Spring Washers [21] from
Studs [11] securing the Reverse Cylinder Header
[5] and Header Seal [4].
5. Remove the Reverse Cylinder Header and Header
Seal from the Transom Plate. Refer to
Installation Drawings HJ-362-08-001 Installa-
tion Details G.R.P. Hulls. Sht 1, HJ-362-08-002
Installation Details Aluminium Hulls. Sht 1 and
HJ-362-08-003 Installation Details Steel Hulls.
Sht 1.
6. From outside the vessel, withdraw the Reverse
Cylinder from the Transom .
7. Tape the two halves of the Hemispherical Seat
[18] together around the trunnion of the
Connector [11], to prevent the ingress of dirt into
the trunnion.
8. The Reverse Cylinder can now be removed for
overhaul.
9.2.4 Reverse Cylinder Overhaul
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
DISMANTLING THE REVERSE CYLINDER:
NOTE: This operation should be carried out in a
clean workshop environment where the
cleanliness of components can be
maintained. All marine growth should be
removed from the Reverse Cylinder Shaft
using Scotchbrite or Waterpaper (800 grit)
before dis-assembly.
1. With the Reverse Cylinder removed from the
vessel and in a clean workshop environment.
2. Hold the Reverse Cylinder Shaft [10] with a
spanner just forward of the Connector [11] and
unscrew the Connector Block [11].
NOTE: It may be necessary to apply heat to break
the thread lock fluid used on this joint.
Extend the Reverse Cylinder Shaft [10] fully
and apply minimal heat at joint only.
3. Hold the Back Head [5] with a spanner and
unscrew the Front Head Retainer [15].
NOTE: If the joint between Back Head [5] and
Cylinder [20] is undone, it should be re-
R1 A37

HJ-362
assembled with Loctite 542 and torque
loaded to between 40 to 50 Nm (30 to 40 ft/
lbs).
4. Withdraw the Shaft Assembly [10] and Front
Head [19] from the Cylinder.
5. Remove End Plug [13] and O-Ring [23] from
Connector [11]. Apply minimal heat if necessary
to break thread lock fluid used on this joint.
6. Remove all other Seals [21], [25], [26] & [30] and
thoroughly clean all parts. Ensure that all thread
lock fluid residue is removed from the engaging
threads between Shaft [10] and Connector [11],
also from between Connector [11] and Plug [13].
7. Check the Reverse Cylinder [20] bore and Shaft
[10] outside diameter. Replace if obviously worn,
scored or damaged. Shaft diameter should be no
less than 20.54mm, piston bore should be no
more than 30.00mm. Check the Front Head bore
size for ovality; with the Shaft fitted, there should
be no more than 0.5mm gap on one side between
the Shaft and the bore. If the bore of the Front
Head [19] is obviously worn oval, replace.
RECOMMENDATIONS REGARDING THE USE AND FITTING OF
SEALS:-
• Ensure that all metallic particles and other con-
taminants have been removed from the compo-
nent into which the seal is to be fitted.
• Ensure that the hydraulic system to which com-
ponents are fitted, is free from metallic particles
or other contaminants.
• Check that the seal housing is free from damage
likely to harm the seal. Remove all sharp edges
and burrs from metal parts, paying particular
attention to ports, grooves and threads over or
through which the seal will pass during assem-
bly.
• Clean all seal housing areas. Check that other
surfaces that the seal will pass close to during
fitting, are free of dirt, swarf and other contam-
inants.
• Where the difference between the thread diame-
ter and the seal diameter is small, over which a
seal must pass, use some form of protection over
the thread, such as a fitting sleeve made of hard
plastic.
• Ensure that the seal has not been stored so that
it has been distorted. Store seals in a cool, dry
and dark place.
• Liberally smear the seal and the metal compo-
nent to which the seal is to be fitted, with an ap-
proved seal fitting lubricant before fitting the
seal.
R1 A37
9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL
• Where seals fitted to sub-assemblies such as
pistons, are awaiting further fitting operations,
ensure that the seals are not subjected to any
misalignment or localised loading which will
cause deformation of the seal. Ensure that sub-
assemblies remain clean and contamination
free.
• The use of metal levers is not recommended for
the fitting of seals, should they be used, it is im-
perative that they are completely smooth and
free from nicks and burrs. If using metal levers,
ensure that the surfaces adjacent to the seal are
not damaged.
8. The Back Head [5] need not be removed from the
Cylinder [20] unless either have been damaged or
require replacement.
9. Ensure that when the Back Head [5] is re-fitted to
the Cylinder [20], they are refitted using Loctite
542 and torque loaded to between 40 and 50Nm
(30 to 40 ft/lbs).
NOTE: The Cylinder [20] and Shaft [10] must be
replaced as a matched pair.
10.Check the two halves of the Hemispherical Seat
[18] for wear and damage and replace as
required.
11.Check that the Nylon Screw [33] is still fitted to
the outboard half of the Hemispherical Seat [18].
Replace if damaged or missing.
12.Check that Seal [22] is still in position in the
inboard half of the Hemispherical Seat [18] and is
not perished, damaged or worn. Replace Seal
[22] as required.
13.Check that the Anti Rotation Pin [16] is secure
and not damaged or bent. Replace if damaged
bent or missing.
REPLACE THE REVERSE CYLINDER ANODE [14].
Refer to Drawing HJ-362-13-002 Anode Location
Drawing.
1. Check the Anode [14] fitted to the outboard end
of the Reverse Cylinder Shaft Assembly [20] is
less than 2/3 rds its original size the Anode
should be replaced.
2. To replace the Reverse Cylinder Anode [14] carry
out the following actions:
a) Unscrew the Thin Locknut [36] securing the
Anode to the Back Head [5].
b) Mark the position of the Rod End [2] in
relation to the Back Head [5], this will ensure
that the Reverse Duct upper and lower
9.5
9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL
position is correct when the Reverse Cylinder
is attached to the Reverse Duct.
c) Whilst retaining the Back Head [5], unscrew
the Rod End [2] from the Back Head [5] and
remove complete with Anode [14].
d) Ensure that the Anode to Back Head contact
surface is scraped clean to give a good
electrical contact for the Anode.
e) Refit a new Anode [14] onto the Back Head [5].
f) Ensure that the Thin Locknut [36] is screwed
fully onto the threaded end of the Rod End [2].
g) Screw the Rod End [2] into the Back Head [5]
to the position marked at 15b) above.
h) Tighten the Thin Locknut [36] to secure the
Anode [14] to the Back Head [5].
3. If the Anode is still in good condition, ensure that
it has not been painted over.
4. Scrub down with a wire brush if a coating has
built up on the Anode.
RE-ASSEMBLY OF THE REVERSE CYLINDER:
Refer to Drawing HJ-362-07-005 Reverse Assembly.
Sht 1 and HJ-362-07-005 Reverse Assembly. Sht 2.
Recommended Oils and Greases are to be used for
assembly of the Reverse Assembly.
1. Smear a new Wiper Seal [30] with an approved
oil or compatable grease and fit to the Front Head
Retainer [15], ensuring that the Seal is fitted
correctly.
2. Smear new Seals [21] & [26] with an approved oil
or compatable grease and fit to the Front Head
[19].
3. Smear a new Seal [25] with an approved oil or
compatable grease and fit to the Reverse Cylinder
Shaft Assembly [10].
NOTE: Cylinder Overhaul Kit part number 106243
is available. This includes Seals [21], [23],
[25], [26] and [30] and also a container of
thread lock fluid 'Loctite 542' when re-fitting
the Reverse Cylinder Shaft Assembly [10] to
the Connector [11]. The Reverse Cylinder
Shaft should be cleaned of marine growth
using Scotchbrite or Waterpaper (800 grit)
prior to assembly.
4. Oil Reverse Cylinder Shaft Assembly [10] and
insert into Cylinder [20].
5. Oil the inside and outside of the Front Head [19].
Fit over the Shaft [10] (taking care not to damage
the Seals [26] and [30] on the threads of the Shaft
[10]) and insert into Cylinder [20].
9.6
HJ-362
6. Grease the mating threads on Front Head
Retainer [15] and Cylinder [20] and screw
together. (Do not apply thread lock fluid here).
Torque load to between 40 and 50 Nm.
7. If the Anti Rotation Pin [16] has been replaced,
ensure that the Pin is refitted using Loctite 680 or
equivalent. Refer to Drawing HJ-362-07-005
Reverse Assembly. Sht 1 and HJ-362-07-005 Re-
verse Assembly. Sht 2. View "C" for the correct
location of the Anti Rotation Pin in the two holes
in the trunnion.
8. Refit Seal [22] to the inboard half of the
Hemispherical Seat [18] and smear the seal with
grease.
9. Ensure that the Nylon Screw [33] has been fitted
to the grease hole in the inboard half of the
Hemispherical Seat [18].
10.Pack the inboard and outboard halves of the
Hemispherical Seat [18] with grease and locate
the two halves over the trunnion of the
Connector [11] ensuring that the Anti Rotation
Pin [16] is correctly located.
11.Secure the inboard and outboard halves of the
Hemispherical Seat [18] temporarily with tape to
prevent the ingress of dirt.
12.Ensure that the Grease Hole in the outboard half
of the Hemispherical Seat aligns with the blanked
off grease hole in the inner half of the
Hemispherical Seat.
13.Clean the mating threads on the Shaft Assembly
[10] and Connector [11], apply thread lock fluid
(Loctite 542 or equivalent) to the threads and
screw together. Using a 17mm “Crows Foot”
spanner fitted to the Torque Wrench, in line with
the axis, using the Crows Foot on the flat on the
Shaft Assembly [10] just forward of the
Connector [11], torque load to 70Nm (50ft/lbs).
14.Fit a new O-Ring [23] into the End Plug [13] end
of the Connector [11] and push fully home.
15.Clean the mating threads of Plug [13] and
Connector [11], apply thread lock fluid (Loctite
542 or equivalent) to threads and screw together.
16.On completion of the Reverse Cylinder re-
assembly it is recommended that the Reverse
Cylinder is Pressure Tested to the
recommended test pressure of 165 Bar (2400
psi), before installing the Reverse Cylinder into
the vessel. (Operating Pressure - 110 bar
(1600 psi)). Refer to Drawing HJ-362-07-005
Reverse Assembly. Sht 1 and HJ-362-07-005 Re-
verse Assembly. Sht 2.
R1 A37

HJ-362
9.3 REVERSE ASSEMBLY RE-
FITTING
9.3.1 Reverse Cylinder: Refit to the
Jet Unit
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
Also refer to the Controls Manual Overhaul Section
for additional information on the Reverse System.
NOTE: The Reverse Cylinder should not be re-fitted
until the Intake and Transom Seal are
securely fastened in place.
1. Feed Reverse Cylinder assembly through the
Transom hole. Slip the Hemispherical Seats [18]
onto their Studs [31].
2. Remove the adhesive tape securing the two
halves of the Hemispherical Seat together.
3. Check that the drilling for grease supply in the
forward hemispherical seat lines up with drilling
in Transom Plate and that the Anti Rotation Pin
[16] is assembled correctly. Refer to Drawing
HJ-362-07-005 Reverse Assembly. Sht 1 and HJ-
362-07-005 Reverse Assembly. Sht 2. Fit the 4
Spring Washers [37] and Nuts [34] and tighten to
recommended torque.
4. Refit the Header Seal [4] around the Reverse
Cylinder Hemispherical Seat protruding through
the Transom.
5. Refit the Reverse Cylinder Header [5] over Studs
[11] on the Transom Plate and secure with Spring
Washers [21 and Nuts [16]. Torque load to the
recommended torque.
6. Remove the blanking caps from the Hydraulic
Connections on the Connector [11] and refit the 2
Hydraulic Nipples [27] with new Seal Rings [28]
and tighten.
7. Reconnect the hydraulic hoses, ensuring that the
hoses are fitted to the correct ports.
8. Reconnect any linkages and sensors attached to
the Reverse Cylinder ( Refer to the Overhaul
Section of the Controls Manual supplied with this
Jet Unit).
9. Apply grease to the Connector Trunnion at the
Grease Nipple located on the top of the Steering
Bracket. (Refer to the Controls Manual Drawings
Package. Steering Assembly Drawings).
R1 A37
9 OVERHAUL
9.3 REVERSE ASSEMBLY RE-FITTING
9.3.2 Reverse Duct: Refit to the Jet
Unit
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
REVERSE DUCT FITTING:
1. Apply marine grease to the threaded portion and
shank of the Pivot Pins [7] and to Washers [9].
2. Fit one Washer [9] to each of the Pivot Pins [7].
3. Using approved lifting equipment and a lifting
sling attached securely around the Reverse Duct,
lift the Reverse Duct into position and align the
Bushes [8] in the Reverse Duct Arms with the
Threaded Bushes [6] in the Tailpipe.
4. Insert the Pivot Pins [7] with Washer [9] fitted,
and hand tighten into the Tailpipe.
5. Tighten both Pivot Pins to the recommended
torque. (600 Nm - 450 ft/lbs). Refer to Section
Table 9: Special Fasteners - HJ-362.
6. Raise the Reverse Duct and connect the Reverse
Cylinder to the Reverse Duct with Pin [12].
Ensure that the Reverse Cylinder Pin Bushes [4]
are fitted on either side of the Rod End [2], inside
the Reverse Duct attachment bracket.
7. Secure Pin [12] in position with Split Pin [24].
REVERSE DUCT POSITION ADJUSTMENT:
Refer to Drawing HJ-362-07-005 Reverse Assem-
bly. Sht 1 and HJ-362-07-005 Reverse Assembly. Sht
2.
The Reverse Duct must be adjusted so that all the
water exiting from the Steering Nozzle enters the
Reverse Duct when it is in the "Full Astern"
position.
1. Commission the Control system so that the
Reverse Duct can be properly controlled. Refer
to the Commissioning Section in the Controls
Manual supplied with this Jet Unit.
2. Move the Reverse Duct to the fully"Down"
(Astern) position.
3. Place an oar behind the Reverse Duct to detect if
water is passing astern of the Reverse Duct.
4. Adjust the length of the Reverse Cylinder as
described overleaf to minimise the amount of
water that passes astern of the Reverse Duct.
9.7
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
ADJUSTING LENGTH OF THE REVERSE CYLINDER:
5. Whilst supporting the Reverse Duct with suitable
approved lifting equipment and a lifting sling
attached to the Reverse Duct, disconnect the
Reverse Cylinder from the Reverse Duct by
removing the Split Pin [24] from the Hydraulic
Cylinder retaining Pin [12].
6. Take the weight of the Reverse Duct and
withdraw the Reverse Cylinder Retaining Pin
[12].
7. Lower the Reverse Duct.
8. Loosen Locknut [36] and then rotate Rod End [2]
either in or out as required to adjust. Take care
not to apply torque to the Reverse Cylinder body
when rotating the Rod End (if it is tight).
9. Raise the Reverse Duct and connect the Reverse
Cylinder to the Reverse Duct with Pin [12].
Ensure that the Reverse Cylinder Pin Bushes [4]
are located on either side of the Rod End [2],
inside the Reverse Duct attachment bracket.
10.Secure Pin [12] in position with Split Pin [24].
11.Operate the Reverse Duct through its full range
of movement to ensure that the adjustment is
correct using the oar to detect if water is passing
astern of the Reverse Duct.
NOTE: The Reverse Duct can interfere with the
Steering Nozzle. Move the Steering Nozzle
full stroke to check that it is not contacting
the Reverse Duct.
12.When adjustment is correct, tighten Locknut [36]
firmly and ensure that the Split Pin [24] is fitted
to Pin [12] securing the Reverse Cylinder to the
Reverse Duct.
9.8
HJ-362
9.4 STEERING ASSEMBLY
REMOVAL AND OVERHAUL
Refer to Drawing HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3.
The Steering System oil should be changed annually
or immediately if contaminated in any way. If the oil
has been contaminated, all components must be
dismantled, cleaned thoroughly and hydraulic lines
flushed clean with Kerosene, Varsol or Diesel Oil.
Refill system with approved oil and bleed as per
instructions in the Installation Section of the
Controls Manual.
NOTE: This Jet Unit can be fitted with either a
"Wagner" or a "Hamilton" Steering
Cylinder. Please ensure that, prior to
commencing Overhaul of the Steering
Cylinder, the correct information is referred
to in this Section.
9.4.1 Steering Cylinder Removal
HAMILTON CYLINDER REMOVAL:
Refer to Drawings HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3 and
Drawing CT-SJK-03-007 in the Controls Manual
supplied with this Jet Unit.
1. Disconnect any Sensors attached to the Tiller
[12]. Refer to the Overhaul Section of the
Controls Manual supplied with this Jet Unit.
2. Disconnect the Steering Cylinder Rod End from
the Tiller [12] by removing Bolt [26] and two Thin
Nuts [27] connecting Steering Cylinder Rod End
to the Tiller. Refer to Drawing CT-SJK-03-007 in
the Controls Manual supplied with this Jet Unit.
3. Disconnect Steering Cylinder Hose connections
as described in the Overhaul Section of the
Controls Manual supplied with this Jet Unit,
ensuring that all connections are fitted with
blanks to prevent the ingress of moisture and dirt
and the leaking of hydraulic oil.
4. Remove the 4 Nuts [29] and Spring Washers [30]
retaining the Steering Cylinder to Stud [28] on the
Cylinder Mounting Bracket [24] and remove the
Steering Cylinder.
R1 A37
 9 OVERHAUL
HJ-362
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

WAGNER CYLINDER REMOVAL:

Refer to Drawings HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3 and
Drawing CT-SJK-01-016 in the Controls Manual
supplied with this Jet Unit.
1. Disconnect any Sensors attached to the Tiller
[12]. Refer to the Overhaul Section of the
Controls Manual.
2. Disconnect the Steering Cylinder Rod End from
the Tiller by removing the two Thin Nuts [6] and
Bolt [5] connecting the Steering Cylinder Rod End
to the Tiller. Refer to Drawing CT-SJK-01-013 in
Controls Manual supplied with this Jet Unit.
3. Disconnect Steering Cylinder Hose connections
as described in the Overhaul Section of the
Controls Manual, ensure that all connections are
fitted with blanks to prevent ingress of moisture
and dirt and the leaking of hydraulic oil.
4. Remove the 4 Nuts [8] and Spring Washers [9]
retaining the Steering Cylinder to the Cylinder
Mounting Bracket and remove the Steering
Cylinder.
5. Check the Steering Shaft for:
a) Free axial movement.
b) Undue wear in the Steering Shaft Seals [10]
and sideways movement of the Steering Shaft
[9]. Refer to Drawing HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 1 to
HJ-362-06-005 Steering Assembly General Ar-
rangement. Sht 3.
c) Undue wear in the Piston Wear Ring [W13].
d) Undue wear in the Piston Rod Assembly
[W10].
e) Wear in the Steering Cylinder spherical Rod
End [W3], refer to Figure 30: Wagner Steering
Cylinder.

R1 A37 9.9
9 OVERHAUL
HJ-362
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

WAGNER STEERING CYLINDER INFORMATION:

A Cylinder Seal Kit is available from
C.W.F.Hamilton and Co. Ltd. Refer to the Parts
List shown below.
W3

Table 10: Wagner Steering Cylinder Assy. Parts List.

STEERING CYLINDER ASSEMBLY (WAGNER

N40-120) PARTS LIST W4

ITEM PART NO QTY. DESCRIPTION

W1 710-0002 1 Trunnion W12

Assembly
W2 720-0006 1 Cylinder Barrel W9

W6
W3 710-0003 1 Rod End Assembly
W4 51-182005 1 Cotter (Split) Pin W5

W8
W5 720-0014 2 Bleed Fittings
W2
W6 41-332038 2 45º Street Elbow
W11
W7 41007025 2 Hose
W10
W8 720-0005 2 Cylinder End
W9 720-0003 1 Retainer
W10 710-001 1 Piston Rod
Assembly
W13

W11 119-0082 1 Seal Kit (Includes

all Seals)
W12 91-992001 2 Washer
W13 720-0052 1 Piston Wear Ring
W14 41-007025 2 Cylinder Hose (not
illustrated)
W1

Figure 30: Wagner Steering Cylinder

9.10 R1 A37

HJ-362
9.4.2 Steering Cylinder Overhaul
HAMILTON CYLINDER OVERHAUL:
Refer to Drawing CT SJK 03 007 in the Controls
Manaul supplied with this Jet Unit.
The Steering Cylinder need only be dismantled if it
is suspected that a Seal has failed and hydraulic oil
is found leaking along the Piston Rod Assembly from
either end of the cylinder. This indicates that the
Piston Rod Seals are defective and must be replaced.
A Cylinder Seal Kit is available from C.W.F.
Hamilton and Co Ltd. Please ensure that the Type of
Cylinder (i.e. Wagner / Hamilton) is stated when
ordering Cylinder Seal Kits.
This operation should be carried out in a clean
workshop environment where the cleanliness of
components can be maintained.
With the Steering Cylinder Removed from the Jet
Unit, carry out the following operation:
1. Unlock the M16 Thin Nut [18] from the Rod End
[19] and unscrew the Rod End from the Shaft
Assembly [10].
2. Unscrew and remove both ¼" BSPP Nipples [20]
complete with Seal Washer [21] from the Front
Head [8] and the Back Head [6].
3. Whilst securely retaining the Cylinder [7]
unscrew the Front End Cap [9] using a suitable
"C" Spanner.
4. Remove the Front End Cap [9] and Front Head [8]
complete from the Cylinder [7] and remove from
the Cylinder Shaft [10]. Remove and discard the
"O" Ring [17] from the Cylinder End.
5. Withdraw the Shaft Assembly [10] fully from the
Cylinder Barrel [7].
6. Unscrew the Cylinder [7] from the Back Head [6].
Remove "O" Ring [16] and discard.
7. Remove all Seals "O" Rings and Wear Strips from
the Shaft Assembly [10] , Front Head [8], and
Back Head [6] and discard.
NOTE: There is an "O" Ring fitted between the
Piston and the Shaft Assembly [10]. This
seal should not be disturbed as it should
never require replacement. Should the Shaft
Assembly or Piston require replacement, this
seal will be already fitted as part of the Shaft
Assembly [10].
8. Examine the Shaft Assembly [10] for excessive
wear, and damage. Replace if excessive.
R1 A37
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
9. Check the Cylinder Mount [1] and Back Head [6]
for damage and wear.
NOTE: There should be no requirement to remove
the End Cap [2] from the Cylinder Mount [1]
unless specifically replacing worn or
damaged Spherical Bushes [4], [5] or Seals
[11], [12] and [13] within the Back Head [6].
10.Should the movement between the Cylinder
Mount and Back Head be excessive, it can be
reduced by tightening the End Cap [2] using a
suitable Peg Spanner. Do not over tighten the
End Cap [2].
11.Clean all parts thoroughly and check for wear
and damage.
12.Check the outside diameter of the Cylinder Bore
and Piston Rod Shaft Assembly [10]. Replace if
obviously worn or scored.
WAGNER CYLINDER OVERHAUL:
Refer to Figure 30: Wagner Steering Cylinder.
The Steering Cylinder need only be dismantled if it
is suspected that a seal has failed and hydraulic oil
is found leaking along the Piston Rod Assembly from
either end of the cylinder. This indicates that the
Piston Rod Seals are defective and must be replaced.
A Cylinder Seal Kit is available from C.W.F.
Hamilton and Co Ltd. Please ensure that the Type of
Cylinder (i.e. Wagner / Hamilton, 120) is stated
when ordering Cylinder Seal Kits.
This operation should be carried out in a clean
workshop environment where the cleanliness of
components can be maintained.
1. Unscrew and remove both 45° Street Elbow
Fittings [W6] from the Cylinder Barrel [W2].
2. Unscrew and remove both Bleed Fittings [W5]
from the Cylinder Barrel [W2].
3. Unscrew and remove both M8 Hex Headed Allen
Screws [Not Shown] from the Retainer [W9].
4. Unscrew the Retainer [W9] fully from the
Cylinder Barrel. The Retainer and Washer [W12]
cannot be removed until the Rod End Assembly
[W3] is removed.
5. Withdraw Piston Rod Assembly [W10] complete
with Cylinder End [W8], the Retainer [W9] and
Washer [W12] from the Cylinder Barrel [W2].
6. Remove Cotter Pin [W4] from the Rod End
Assembly [W3] and unscrew the Rod End
Assembly from the Piston Rod Assembly [W10].
9.11
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
7. Slide the Retainer [W9], Washer [W12] and the
Cylinder End [W8], off the Rod Assembly. Note
the orientation of the large and small seals fitted
to the Cylinder End in relation to the Cylinder
Barrel. (Small Seal at the outer end of the
Cylinder Barrel. Large seals towards the centre
of the cylinder).
8. Examine the Rod End Assembly [W3] for
excessive wear, stiffness and damage to the joint.
Replace if excessive.
9. By placing a suitable length of ½" dia round bar
through the hole in the Trunnion Ball to restrain
the rotation of the Trunnion Ball End within the
Trunnion Assembly [W1], unscrew the Cylinder
Barrel from the Trunnion Ball, taking care not to
lose the Washer [W12] and damage or drop the
lower Cylinder End [W8] whilst removing the
Trunnion Assembly.
10.Remove Washer [W12] and remove the lower
Cylinder End [W8] from the Cylinder Barrel. .
Note the orientation of the large and small seals
fitted to the Cylinder End in relation to the
Cylinder Barrel. (Small Seal at the outer end of
the Cylinder Barrel. Large seals towards the
centre of the cylinder).
11.Examine the Trunnion Assembly [W1] and
Trunnion Spherical Bushes [not shown] for wear
and damage. Should the wear be excessive,
dismantle the Trunnion Assembly and replace
the Trunnion Bushes.
12.Remove all seals from the Piston Rod Assembly
and both Cylinder Ends and discard.
13.Clean all parts thoroughly. Ensure all thread
lock fluid is removed from threads.
14.Examine the outside diameter of the Cylinder
Bore and Piston Rod Shaft. Replace if obviously
worn or scored.
NOTE: The Cylinder Bore and Piston Rod Assembly
must be replaced as a matched pair.
9.4.3 Steering Cylinder Re-
Assembly
HAMILTON CYLINDER RE-ASSEMBLY:
Refer to Drawing CT SJK 03 007 found in the
Controls Manual supplied with this Jet Unit.
NOTE: To assist in the refitting of the Shaft Seals
[11] and Shaft Wiper Seals [12] in the Front
Head [8] and Back Head [6], the Seals can be
9.12
HJ-362
softened in warm water (hand warm -
55°C).
1. Replace the Shaft Seals [11] and Shaft Wiper
Seals [12] in the Front Head [8] and Back Head
[6],
2. Replace the Shaft Wear Strips [13] in the Back
Head [6] and in the Front Head [8].
NOTE:
1. The Shaft Wear Strips are supplied in Pre-
Cut lengths and should be bent into a "C"
shape to fit into their respective locations.
2. Two Shaft Wear Strips are fitted side by side
in each location.
3. Replace the Piston Seal [14] on the Piston Shaft
Assembly [10]. Fit the square rubber seal into the
piston groove first ensuring that the seal is not
twisted. Fit the Outer Ring (Red Coloured) on top
of the Piston Seal [14].
4. Fit the Piston Wear Strip [15] to the Piston Shaft
Assembly [10].
5. Apply a light smear of an approved oil or grease
to the seals on the Front End Cap [9] and refit the
Front End Cap over the Front Head [8].
6. Replace "O" Ring [17] on the front end of the
Cylinder [7] and smear lightly with an approved
oil or seal grease.
7. Loosely screw on, the Front End Cap [9] complete
with the Front Head [8] onto the Cylinder [7]. Do
Not Tighten.
8. Apply a light smear of an approved oil or grease
to the seals on the Piston Shaft Assembly [10]
and slowly feed the threaded end of the Piston
Shaft Assembly through the Cylinder and the
Front Head [8], taking care not to damage or
displace the Shaft Wear Strips [13], Shaft Seal
[11] and Shaft Wiper [12]. Push the Piston Shaft
assembly home until the piston seals are
completely inside the Cylinder.
9. Replace "O" Ring [16] on the lower end of the
Cylinder [7] and smear lightly with an approved
oil or seal grease.
10.Fit the Back Head [6] complete with Cylinder
Mount [1] over the unthreaded end of the Piston
Shaft Assembly [10], taking care not to damage
or displace the Shaft Wear Strip [13], Shaft Seal
[11] and Shaft Wiper [12].
11.Loosely screw the Back Head [6] onto the rear of
the Cylinder [7]. Do Not Tighten.
R1 A37

HJ-362
12.Tighten up the Front End Cap [9] and the Back
Head [6], ensuring that the Nipple apertures in
the Front Head [8] and Back Head [6] remain in
alignment fore and aft.
13.Refit the two Nipples [20] with Seal Washers [21]
and tighten.
14.Refit the Rod End [19] and tighten up the Thin
Nut [18].
NOTE: On completion of the Steering Cylinder re-
assembly it is recommended that the Steering
Cylinder is pressure tested to the
recommended test pressure of 2250 psi,
before installing the Reverse Cylinder into the
vessel. (Operating Pressure - 1500 psi).
Refer Drawing CT-SJK-03-007 in the
Controls Manual supplied with this Jet Unit.
WAGNER CYLINDER RE-ASSEMBLY:
1. Fit new seals from Seal Kit [W11], to the Piston
Rod Assembly [W10], ensuring correct
orientation of all seals.
2. Oil the Piston Rod Assembly [W10] with an
approved oil (Refer to Drawing “85018 Recom-
mendations for Lubricants & Oils”) and insert into
the Cylinder Barrel [W2] until the Piston Rod
protrudes equal length from either end of the
Cylinder Barrel. Taking care not to damage the
seals.
3. Oil one Cylinder End [W8] and slide over the
threaded end of the Piston Rod Assembly,
ensuring that the smaller, inner seal faces the
outer face of the Cylinder End.
4. Ensure correct orientation of the tapped large
and small holes in the Cylinder End with the large
and small holes in the Cylinder Barrel.
5. Taking care not to damage the outer seal on the
Cylinder End, carefully push the Cylinder End
firmly home until the base of the Cylinder End
abuts against the shoulder in the cylinder barrel.
6. Ensure that the tapped large and small holes in
the Cylinder End are in correct alignment with
the large and small holes in the Cylinder Barrel.
7. Apply thread lock fluid, Loctite 569 to the male
threads of the 45° Street Elbow Fitting [W6] and
refit to the large hole, ensuring that the elbow
locates through the Cylinder Barrel and into the
Cylinder End. Hand tighten the Elbow Fitting.
8. Refit the Bleed Fitting [W5] to the small hole at
the same end of the Cylinder Barrel and hand
tighten.
R1 A37
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
9. Refit Washer [W12] over the threaded end of the
Piston Rod].
10.Apply thread lock fluid, Loctite 569 to the threads
of the Retainer [W9] and refit over the threaded
end of the Piston Rod. Screw Retainer fully
home.
11.Apply thread lock fluid, Loctite 222 to the threads
of the two M8 Hex Headed Allen Screws [Not
Shown] and screw into the tapped holes in the
Retainer and tighten.
12.Refit Rod End Assembly [W3] ensuring that the
drilled hole in the Rod End aligns with the hole in
the threaded end of the Piston Rod.
13.Fit Cotter Pin [W4] and splay legs to retain,
ensuring that the cotter pin legs are splayed back
against the Rod End Assembly to prevent fouling.
14.Oil the second Cylinder End [W8] and slide over
the unthreaded end of the Piston Rod Assembly,
ensuring that the smaller, inner seal faces the
outer face of the Cylinder End.
15.Ensure correct orientation of the tapped large
and small holes in the Cylinder End with the large
and small holes in the Cylinder Barrel.
16.Taking care not to damage the outer seal on the
Cylinder End, carefully push the Cylinder End
firmly home until the base of the Cylinder End
abuts against the shoulder in the Cylinder Barrel.
17.Ensure that the tapped large and small holes in
the Cylinder End are in correct alignment with
the large and small holes in the Cylinder Barrel.
18.Apply thread lock fluid, Loctite 569 to the male
threads of the 45° Street Elbow fitting [W6] and
refit to the large hole, ensuring that the elbow
correctly locates through the Cylinder Barrel and
into the Cylinder End. Hand tighten the Elbow
Fitting.
19.Refit the Bleed Fitting [W5] to the small hole at
the same end of the Cylinder Barrel and hand
tighten.
20.Refit Washer [W12] onto the unthreaded end of
the Piston Rod and push home against the end of
the Cylinder End [W8].
21.Apply thread lock fluid, Loctite 222 to the threads
of the Trunnion Assembly [W1] and refit onto the
unthreaded end of the Piston Rod. Push fully
home against the end of the Cylinder End [W8].
22.By placing a suitable length of ½" dia round
metal bar through the hole in the Trunnion Ball
to restrain the rotation of the Trunnion Ball End
within the Trunnion Assembly [W1], screw the
9.13
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
Cylinder Barrel fully home onto the Trunnion
Assembly. Tighten hand tight only.
NOTE: It is advisable to workshop test the Steering
Cylinder prior to fitting to the vessel. Refer
to the Wagner Manual for the Test Pressure
for the Wagner Cylinder.
9.4.4 Steering Shaft Removal
Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
INSPECTING THE STEERING SHAFT AND
BUSHES.—While moving the Tiller [12] full stroke,
check the Steering Shaft and linkage for:
1. Free axial movement.
2. Excessive wear in the forward Steering Shaft
Bush [10].
3. Excessive wear in the aft Steering Shaft Bush [3]
and Bearing Shell [28] and sideways movement
of the Steering Shaft [9].
REMOVING THE STEERING SHAFT:
1. Disconnect the Steering Shaft [9] from the Crank
[7] by removing the Nut [21], Spring Washer [23],
Special Washer [14] and Cotter [8] from the from
the Steering Nozzle end of the Shaft.
2. Push the Steering Shaft forward back into the
vessel to clear the rear Steering Shaft Bush [3]
and Bearing Shell [28].
3. Remove the Steering Crank [7] from the Steering
Crank Bush [5] fitted in the Nozzle [2].
9.14
HJ-362
9.4.5 Nozzle Assembly Removal
Refer to Drawings HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
NOZZLE / NOZZLE HOUSING REMOVAL COM-
PLETE:
NOTE: The Nozzle / Nozzle Housing should be
removed as a complete assembly. To remove,
carry out the following actions:-
1. To remove the Nozzle / Nozzle Housing
complete, remove the Nuts [21] and Spring
Washers [23] from the Studs [33] securing the
Nozzle Housing to the Tailpipe.
2. Hit the Nozzle Housing sideways with a Soft
Hammer and remove the Nozzle Housing off the
Nozzle Insert [26].
REMOVING THE NOZZLE FROM THE NOZZLE
HOUSING:—To remove the Nozzle From the
Nozzle Housing, carry out the following actions.
1. Loosen the JT Steering Lip Seals [29] as shown in
Section 9.4.6 Nozzle Assembly Overhaul, before
removing the Nozzle from the Nozzle Housing.
2. Remove Bolts [18] and Nyloc Nuts [20] from the
Steering Nozzle Pivot Pins [6].
3. Withdraw the Pivot Pins [6] fitted at the top and
bottom of the Nozzle.
4. Remove the Thrust Washers [24] from between
the Nozzle and Nozzle Housing.
5. Push the top of the Nozzle upwards to release the
lower Nozzle Bush from the Nozzle Housing.
6. Pull the Nozzle rearwards to remove the Nozzle
from the Nozzle Housing.
7. Clean all parts thoroughly and examine for wear
and damage and replace as necessary.
INSPECTING THE STEERING NOZZLE [2] AND
NOZZLE HOUSING [25].—Examine the following
components for wear or damage and repair or
replace as necessary:-
• Nozzle Pivot Bushes [3]. Replace if worn or
damaged.
• Pivot Pin Bush, Bearing Shell [27]. Replace if
worn or damaged.
• Thrust Washers [24]. Replace if worn or
damaged.
• Pivot Pins [6]. Replace if worn or damaged.
• Pivot Pin Sleeves [4]. Replace if worn or dam-
aged.
R1 A37

HJ-362
• Nozzle Crank Bush [5]. Check for wear or
damage. Replace if worn.
• Crank [7]. Check the condition of the Crank
Ball, replace if excessively worn.
• Cotter [8]. Check the condition. Replace if
damaged.
• JT Steering Lip Seals [29]. Check the condi-
tion and security of the Lip Seals. Replace if
damaged or worn.
• Anodes [1]. Check the condition of the An-
odes fitted to the Nozzle and Nozzle Housing.
Replace if more than 2/3rds corroded.
• Steering Shaft Bush [3]. Replace if worn or
damaged.
• Steering Shaft Bush Bearing Shell [28]. Re-
place if worn or damaged.
REPLACING THE FORWARD STEERING SHAFT
BUSH [10].
Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
Examine the the Steering Shaft Bush [10] located on
the Intake Casing near the Tiller [12]. If the Steering
Shaft Bush [10] is found to be worn and requires
replacement, carry out the following action:
1. Drift out the Bush [10] and clean out the Steering
Shaft Bush bore of old loctite, activator and any
corrosion deposits.
NOTE: The bore of the forward Steering Shaft Bush
[10] is NOT to be repainted.
2. Apply Loctite Activator 7471 to the bore of the
Steering Shaft Bush [10] and allow to dry. Do not
apply Activator 7471 to the LG2 Bush [10].
NOTE: Loctite Activator 7471 must be used to refit
the forward Steering Shaft Bush [10]
otherwise the Loctite 680 will not cure and
retain the bush in position.
3. Apply Loctite 680 to the whole surface of the bore
and the front of the bush before fitting.
NOTE: There are to be NO dry areas between the
Steering Shaft Bush and the bore located on
the top of the Intake Casing near the Tiller
[12] once the bushes are fitted.
4. Fit the Steering Shaft Bush [10] and rotate twice
to distribute the loctite around the bore.
5. Wipe off any excess loctite from around the bush
and the Intake boss.
R1 A37
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
9.4.6 Nozzle Assembly Overhaul
Refer to Drawings HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
NOZZLE INSERT REMOVAL:
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
With the Nozzle and Nozzle Housing removed from
the Tailpipe of the Jet Unit, carry out the following:-
1. Remove the Nuts [73] and Spring Washers [76]
from the Studs [62] securing the Nozzle to the
Nozzle Insert to the rear face of the Tailpipe.
2. Hit the Nozzle Insert sideways with a rubber or
wooden mallet to free the joint and remove the
Nozzle Insert from the Tailpipe.
3. Examine the Nozzle Insert for wear, corrosion or
damage and repair or replace as necessary.
REPLACING THE JT STEERING LIP SEALS [29]:—
The JT Steering Lip Seals can be replaced without
separating the Nozzle from the Nozzle Housing.
The Nozzle / Nozzle Housing must be removed
from the Tailpipe to carry out Lip Seal
replacement.
To replace the JT Steering Lip Seal [29], carry out
the following actions:-
1. With the JT Steering Nozzle [2] and the Nozzle
Housing [25] removed complete from the Jet Unit
Tailpipe and with the Nozzle and Nozzle
Housing placed face down on a work bench,
unscrew and remove the 4 Cap Screws [30],
Spring Washers [32] and Flat Washers [31] at the
rear of the Nozzle securing the 2 Lip Seals [29] to
the rear face of the Nozzle.
2. Carefully remove the 2 Lip Seals [29] and discard.
3. Replace with 2 new Lip Seals, ensuring that the
JT Steering Lip Seals [29] are fitted with the
overhang of the Seal facing outwards when the
Seal is fitted to the JT Steering Nozzle [2]. (Lip
Seal will be facing towards the front of the Jet
Unit when completely assembled to the Nozzle
Housing [25]).
4. Refit the 2 new Lip Seals [29] in position.
NOTE: There is some movement in the Lip Seals [29]
when loosely secured with Cap Screws [30],
9.15
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
this is to allow the Lip Seals to be adjusted to
fit the inside of the Nozzle Housing.
5. Thoroughly clean the threads of the Cap Screws
[30] and apply Loctite 222.
6. Secure the JT Steering Lip Seals [29] in position
using Cap Screws [30], Flat Washers [31] and
Spring Washers [32].
7. Adjust Lip Seal [29] to provide a 0.4 to 0.6mm
gap to the inner surface of the Nozzle Housing
[25]. Tightened to the recommended torque.
8. Refit Nozzle [2] complete with Nozzle Housing
[25] to the Tailpipe as shown in Sub-Section
Nozzle / Nozzle Housing Refit to the Tailpipe:
REPLACEMENT OF THE PIVOT PIN SLEEVES [4].—
The Nozzle Housing is fitted with two stainless
steel Pivot Pin Sleeves [4] to accommodate the
Nozzle Pivot Pins [6].
Inspect the Pivot Pin Sleeves [4] in the Nozzle
Housing. These should be replaced if any signs of
wear or damage is found.
1. The Nozzle should be removed from the Nozzle
Housing and the Nozzle Housing taken to a
workshop facility.
2. Using a suitable Press, carefully press out the old
Pivot Pin Sleeve [4]. It may be necessary to apply
light heat to the Nozzle Housing in the area of the
Pivot Pin Sleeves to break the loctite seal.
3. Ensure that the Pivot Pin Sleeve bores are cleaned
of old loctite and activator.
NOTE: The bores of the Nozzle Housing are NOT to
be repainted.
4. Apply Loctite Activator 7471 to the outer
surfaces of the two Pivot Pin Sleeves [4] and
allow to dry. Do not apply Activator 7471 to the
bores in the Nozzle Housing.
NOTE: Loctite Activator 7471 must be used to refit
the Steering Pivot Pin Sleeves [4] otherwise
the Loctite 680 will not cure and retain the
sleeves in position.
5. Apply Loctite 680 to the whole surface of the
bores in the Nozzle Housing.
NOTE: There are to be NO dry areas between the
Pivot Pin Sleeves and the bores in the Nozzle
Housing once the Sleeves [4] are fitted.
6. Fit Sleeves [4], ensuring that the shoulders on
Sleeves are fitted to the inside of the Nozzle
Housing.
9.16
HJ-362
7. Rotate the Sleeves when fitting to evenly
distribute the loctite around the bores.
NOTE: When pressing new Pivot Pin Sleeves into
the Nozzle Housing, ensure that the securing
bolt holes are aligned with the matching
holes in the Nozzle Housing top and bottom
pivot bosses.
8. Press the new Pivot Sleeves [4] into the Nozzle,
ensuring that the Sleeves are pressed in evenly
and do not protrude above the sides of Nozzle.
9. Ensure that the Securing Bolt holes are aligned
with the matching holes in the Nozzle top and
bottom pivot bosses.
10.Clean off any surplus Loctite from around the
replacement Sleeves.
REPLACING THE AFT STEERING SHAFT BUSH [3]
AND BEARING SHELL [28].
Examine the the Steering Shaft Bush [3] and the
Steering Shaft Bush Bearing Shell [28] located on
the Nozzle Housing at the rear of the Jet Unit.
If the Steering Shaft Bush [3] is found to be worn
and requires replacement, carry out the following
action:
1. Drift out the Bush [3] rearwards and clean out the
Bearing Shell [28] bore.
2. Bush [3] is a push fit into the bore of the Bearing
Shell. Refit a new Bush into the bore.
NOTE: There should be no requirement to change
the Bearing Shell [28] every time the Bush
[3] is replaced. Should the Bearing Shell
show signs of damage or wear, replace as
shown below.
3. If the Bearing Shell [28] is found to be worn and
requires replacement, ensure that the Bush [3]
has been removed from the Bearing Shell [28].
4. Drift out the Bearing Shell [28] rearwards and
clean out the bore in the Nozzle Housing. It may
be necessary to apply light heat to the Nozzle
Housing in the area of the Bearing Shell to break
the loctite seal.
5. Ensure that the Bearing Shell bore is cleaned of
old loctite and activator.
NOTE: The bore of the Nozzle Housing is NOT to be
repainted.
6. Apply Loctite Activator 7471 to the outer surface
of the Bearing Shell [28] and allow to dry. Do not
R1 A37

HJ-362
apply Activator 7471 to the bore at the top of
the Nozzle Housing.
NOTE: Loctite Activator 7471 must be used to refit
the Bearing Shell [28] otherwise the Loctite
680 will not cure and retain the Bearing
Shell in position.
7. Apply Loctite 680 to the whole surface of the bore
at the top of the Nozzle Housing.
NOTE: There are to be NO dry areas between the
Bearing Shell [28] and the bore in the Nozzle
Housing once the Shell is fitted.
8. Fit the Bearing Shell [28], ensuring that the
shoulder on the Shell is fitted from the the rear of
the Nozzle Housing.
9. Rotate the Shell when fitting to evenly distribute
the loctite around the bore.
10.Press the Shell firmly into the bore.
11.Wipe off any excess loctite from around the
Bearing Shell.
12.Refit the Steering Shaft Bush [3] to the Bearing
Shell [28] as shown at Item 2 above.
REPLACING THE NOZZLE HOUSING ANODE [1].
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
1. Check the Nozzle Anode [1] attached to the
underside of the Nozzle Housing [25]. Should it
be less than 2/3rds of its original size, it should
be replaced.
2. To replace the Nozzle Anode [1], carry out the
following operation:-
a) Remove the Nut [19] and Spring Washer [22]
from Stud [17] securing the Anode [1] to the
underside of Nozzle Housing [25].
b) Remove the Anode [1] from the underside of
the Nozzle Housing.
c) The mating surfaces of the Anode / Nozzle
Housing should be scraped clean to ensure a
good electrical contact.
d) Fit a new Anode [1] and attach to the Stud [17]
on the underside of the Nozzle Housing with
Nut [19] and Spring Washer [22].
e) Torque load Nut [19] to the recommended
torque.
3. If the Anode is still in good condition, ensure that
the Anode is not painted over.
R1 A37
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
4. Scrub the Anode with a wire brush if a coating of
corrosion has built up on the Anode.
REPLACING THE NOZZLE CRANK BUSH [5].—To
replace the Steering Nozzle Crank Bush [5], carry
out the following operation:-
5. With the Nozzle removed from the Nozzle
Housing and taken to a workshop facility. Using
a suitable Press, Push out the old Bush [5]. It may
be necessary to apply light heat to the Nozzle
Housing in the area of the Bush to break the
loctite seal.
6. Clean out the bore of the Nozzle Boss of old
loctite and activator.
NOTE: The bore in the Nozzle Boss is NOT to be
repainted.
7. Apply Loctite Activator 7471 to the outer surface
of the Crank Bush [5] and allow to dry. Do not
apply Activator 7471 to the bore in the Nozzle
Boss.
NOTE: Loctite Activator 7471 must be used to refit
the Crank Bush [5] otherwise the Loctite 680
will not cure and retain the Crank Bush in
position.
8. Apply Loctite 680 to the whole surface of the bore
in the Nozzle Boss.
NOTE: There are to be NO dry areas between the
Crank Bush [5] and the bore in the Nozzle
Boss once the bush is fitted.
9. Carefully press the new Bush [5] into the Nozzle
Boss from above ensuring that the bush is
pressed in evenly and does not protrude above
the upper edge of the Nozzle Boss.
10.Clean off any surplus Loctite and Activator from
around the replacement Bush.
REPLACING THE NOZZLE PIVOT BUSH [3]
NOTE: This Bush is also used with the Steering
Shaft Bearing Shell [28].
1. Examine the the Bush [3] located at the Nozzle
pivot points.
2. If the Bush [3] is found to be worn and requires
replacement, carry out the following action:
a) Drift out the Bush [3] and clean out the
Bearing Shell [28] bore.
b) Bush [3] is a push fit into the bore of the
Bearing Shell. Refit new bushes into the
Nozzle.
9.17
9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL
REPLACING THE PIVOT PIN BUSH BEARING SHELL
[27].—With the Nozzle removed from the Nozzle
Housing, and the Steering Bush [3] removed from
the Bearing Shell, examine the Bearing Shell [27]
located at the top and bottom of the Nozzle. If the
Bearing Shells are found to be worn and require
replacement, carry out the following actions:
1. Drift out the Bearing Shells [27] from the inside of
the Nozzle and clean out the bores in the top and
bottom of the Nozzle. It may be necessary to
apply light heat to the Nozzle in the area of the
Bearing Shells to break the loctite seal.
2. Ensure that the bores are cleaned of old loctite
and activator.
NOTE: The bores in the Nozzle are NOT to be
repainted.
3. Apply Loctite Activator 7471 to the outer surface
of the Bearing Shell [27] and allow to dry. Do not
apply Activator 7471 to the bores at the top
and bottom of the Nozzle.
NOTE: Loctite Activator 7471 must be used to refit
the Bearing Shell [27] otherwise the Loctite
680 will not cure and retain the Bearing
Shell in position.
4. Apply Loctite 680 to the whole surface of the bore
at the top and bottom of the Nozzle.
NOTE: There are to be NO dry areas between the
Bearing Shell [27] and the bores in the top
and bottom of the Nozzle once the Bearing
Shells are fitted.
5. Fit the Bearing Shells [27], ensuring that the
shoulder on the Shells are fitted to the inside of
the Nozzle.
6. Rotate the Shells when fitting to evenly distribute
the loctite around the bore.
7. Press the Shells firmly into the bore.
8. Wipe off any excess loctite from around the
Bearing Shells.
9. Refit the Steering Shaft Bush [3] to the Bearing
Shell [27] as shown at Replacing the Nozzle
Pivot Bush [3].
9.18
HJ-362
REPLACING THE NOZZLE ANODE [1].
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
1. Check the Nozzle Anode [1] attached to the
underside of the Nozzle [2]. Should it be less than
2/3rds of its original size, it should be replaced.
2. To replace the Nozzle Anode [1], carry out the
following operation:-
a) Remove Nut [19] and Spring Washer [22] from
the Stud [17] securing the Anode [1] to the
underside of Nozzle [2].
b) Remove the Anode [1] from the underside of
the Nozzle.
c) The mating surfaces of the Anode / Nozzle
should be scraped clean to ensure a good
electrical contact.
d) Fit a new Anode [1] and attach to the Stud [17]
on the underside of the Nozzle with Nut [19]
and Spring Washer [22].
e) Torque load Nut [19] to the recommended
torque.
3. If the Anode is still in good condition, ensure that
the Anode is not painted over.
4. Scrub the Anode with a wire brush if a coating of
corrosion has built up on the Anode.
9.4.7 Replacing the Scraper
Housing and Seals (Intake
Flange)
Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
If the Scraper Seal [15], Seal [16] and Scraper
Housing [11] are worn or damaged, new Seals and
Scraper Housing should be fitted to the Intake
Flange. To carry out this operation:-
1. Ensure that the Steering Shaft [9] has been
withdrawn from the Scraper Housing.
2. Remove the Scraper Seal [15] and take note of the
way the Seal is fitted. (With the Scraper Seal Lip
facing aft).
3. Remove the Scraper Housing [11].
4. Remove the Seal [16] and take note of the way
the Seal is fitted. (With the Seal lip facing aft).
5. Clean out the bore of the Scraper Housing.
6. Smear a new Seal [16] with grease ensuring that
the inner face of the Seal is packed with grease.
R1 A37

HJ-362
7. Fit Seal [16] into the Scraper Housing bore
ensuring that the Seal lip faces aft.
8. Fit the Scraper Housing [11] and gently tap into
position against the rear face of Seal [16].
9. Fit Scraper Seal [15] into the Scraper Housing
[11] ensuring that the Scraper Seal is fitted
correctly. (With the lip facing aft).
NOTE: Ensure that Seal [16] and Scraper Seal [15]
are correctly fitted as shown in Drawing HJ-
362-06-005 Steering Assembly General
Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht
3.
R1 A37
9 OVERHAUL
9.5 STEERING ASSEMBLY RE-FITTING
9.5 STEERING ASSEMBLY RE-
FITTING
9.5.1 Nozzle Assembly Re-Fitting
Refer to Drawings HJ-362-06-004 Blanking Plugs
(No Steering), HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3 and
Drawings CT-SJK-01-016 (Wagner Cylinder) and
CT-SJK-03-007 (Hamilton Cylinder) in the
Controls Manual supplied with this Jet Unit.
Any worn bushes or joints in the Steering System
should be replaced before re-assembly.
NOTE: The HJ-362 Jet Unit can be fitted with either
a "Wagner" or a "Hamilton" Steering
Cylinder, ensure that the correct information
is referred to when refitting the Cylinder to
the Jet Unit.
The Steering Assembly can be
reassembled in several ways. Refer
to the Steering Section of the
Manual and the relevant Steering
CAUTION
Assembly drawings for correct
assembly.
NOZZLE INSERT RE-FITTING:
Refer to HJ-362-01-000 Basic Jet Assemblies Stand-
ard and Dry Run. Sht 1 and HJ-362-01-000 Basic Jet
Assemblies Standard and Dry Run. Sht 2.
Before re-fitting the Nozzle and Nozzle Housing
to the Tailpipe of the Jet Unit, the Nozzle Insert
must be re-fitted. Carry out the following:-
1. Offer the Nozzle Insert up to the Studs [62] on the
rear face of the Tailpipe, ensuring that the Nozzle
Insert is correctly orientated as shown in
Drawing HJ-362-06-005 Steering Assembly Gen-
eral Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3 and the
drawings referenced above.
2. Fit Spring Washers [76] and Nuts [73] to the
Studs [62] to secure the Nozzle Insert to the
Tailpipe.
3. Torque load to the recommended torque.
9.19
9 OVERHAUL
9.5 STEERING ASSEMBLY RE-FITTING
NOZZLE REFIT TO THE NOZZLE HOUSING:
With the Nozzle / Nozzle Housing removed from
the Jet Unit and placed on a suitable workbench,
carry out the following:-
1. Ensuring that the Steering Crank boss is
uppermost, rotate the Nozzle [1] to align with the
cut outs in the Nozzle Housing.
2. With the nose of the Nozzle tilted slightly
upwards, feed the upper nozzle mounting point
into the Nozzle Housing.
3. Push down on the nose of the Nozzle ensuring
that the lower nozzle mounting point passes into
the Nozzle Housing.
4. Rotate the Nozzle to align the upper and lower
Nozzle Bushes [3] with the upper and lower Pivot
Pin Sleeves [4] in the Nozzle Housing.
5. Refit the lower Thrust Washer [24].
6. Smear Pivot Pin [6] with marine grease and fit to
the lower attachment point. Secure in position
with Bolt [18] and Nyloc Nut [20]
7. Refit the upper Thrust Washer [24].
8. Smear the second Pivot Pin [6] with marine
grease and fit to the upper attachment point.
Secure in position with Bolt [18] and Nyloc Nut
[20]
9. Tighten both Bolts [18] and Nyloc Nuts [20] and
torque load to the recommended torque.
NOTE: If the JT Steering Lip Seals are to be changed,
they should be re-fitted at this point. Refer to
"Replacing the JT Steering Lip Seals [29]" in
Section 9.4.6 Nozzle Assembly Overhaul.
10.Rotate the Nozzle through its full arc of travel to
ensure that there is no stiffness or binding of the
Nozzle.
NOZZLE / NOZZLE HOUSING REFIT TO THE TAIL-
PIPE:
Refer to Drawings HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3, and
HJ-362-01-000 Basic Jet Assemblies Standard and
Dry Run. Sht 1 to HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 2.
NOTE: Ensure that the Stud positioning on the rear
of the Nozzle Housing is correct for the
Deadrise Angle of the Jet Unit. Refer to
Drawing HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-
9.20
HJ-362
005 Steering Assembly General Arrange-
ment. Sht 3 for stud positioning.
With the Nozzle re-fitted to the Nozzle Housing
as shown in the previous Section. Refit the Nozzle
/ Nozzle Housing to the Tailpipe as described in
the following paragraphs:-
1. Ensure that the Nozzle Insert [26] has been
refitted to the rear face of the Tailpipe. Refer to
Sub-Section Nozzle Insert - Refit to the Tailpipe:.
2. Locate the Studs [33] fitted to the rear of the
Nozzle Housing, into the Nozzle Insert fitted to
the rear of the Tailpipe and secure with Spring
Washers [23] and Nuts [21]. Torque load to the
recommended torque.
3. Refit the Steering Equipment as shown in the
following sections.
9.5.2 Steering Bracket and Steering
Shaft Re-Fitting
If the Steering Bracket has been removed, refit the
Steering Bracket to the Jet Unit. Ensuring that the
Bracket is correctly orientated for the Jet steering
arrangement (Refer to the Steering Assembly
Drawings HJ-362-06-005 Steering Assembly Gener-
al Arrangement. Sht 1 to HJ-362-06-005 Steering
Assembly General Arrangement. Sht 3 and Drawing
CT-SJK-01-016 (Wagner Cylinder) or CT-SJK-03-
007 (Hamilton Cylinder) in the Controls Manual
supplied with this Jet Unit.
1. Refit the Steering Cylinder Mounting Bracket to
the Jet Unit Intake and secure with Bolt [26] and
Washer [25].
2. Lightly grease the Steering Shaft [9] and from
outside the vessel, pass the Shaft through the
rear Steering Shaft Bush [3], Scraper Housing [11]
in the Intake Flange and through the forward
Steering Shaft Bush [10]. Ensure that when
passing the Steering Shaft through the Scraper
Housing, the Seals [15] and [16] are not
dislodged.
3. Ensure that the Steering Shaft is pushed up to the
face of the Rear Steering Shaft Bush to allow the
Crank [7] to be fitted to the Steering Nozzle.
4. Smear the ball of the Steering Crank [7] with
grease and refit to the Steering Nozzle, ensuring
that the Crank is fitted as shown in Drawing HJ-
362-06-005 Steering Assembly General Arrange-
ment. Sht 1 to HJ-362-06-005 Steering Assembly
General Arrangement. Sht 3.
5. Slide the Steering Shaft (9) rearwards and pass
the Shaft through the Crank (7).
R1 A37

HJ-362
6. Fit the Cotter (8) through the Crank, ensuring
that the Cotter is fitted correctly. (Refer to the
General Arrangement Drawings shown at Item 4
above and also Figure 25: Jet Steering Tiller-Cotter
Alignment for Single Jet to Figure 28: Triple Jet-Tie
Rod / Steering Cylinder and Tiller Set-Up shown in
the Installation Section of the Manual).
7. Fit Special Washer (14), Spring Washer (23) and
Nut (21) to Cotter [8] and tighten to the
recommended torque.
NOTE: For the correct fit of Cotters for alternative
steering configurations, refer to Drawing
HJ-362-06-005 Steering Assembly General
Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht
3 and Figure 25: Jet Steering Tiller-Cotter
Alignment for Single Jet to Figure 28: Triple
Jet-Tie Rod / Steering Cylinder and Tiller
Set-Up shown in the Installation Section of
this Manual.
8. If the Tiller [12] has been removed from the
forward end of the Steering Shaft [9], refit the
Tiller [12] to the Steering Shaft and secure with
Cotter [8], Special Washer (14), Spring Washer
(23) and Nut (21). Tighten to the recommended
torque.
9. Ensure that the Cotters are fitted correctly. Refer
to Drawing HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3 and
Figure 25: Jet Steering Tiller-Cotter Alignment for
Single Jet to Figure 28: Triple Jet-Tie Rod / Steering
Cylinder and Tiller Set-Up shown in the
Installation Section of this Manual.
10.Operate the Tiller to ensure that it can move the
Nozzle smoothly with no binding.
R1 A37
9 OVERHAUL
9.5 STEERING ASSEMBLY RE-FITTING
9.5.3 Steering Cylinder Re-Fitting
Refer to Drawings HJ-362-06-005 Steering Assembly
General Arrangement. Sht 1 to HJ-362-06-005 Steer-
ing Assembly General Arrangement. Sht 3 and
Drawing CT-SJK-01-016 (Wagner Cylinder) or
CT-SJK-03-007 (Hamilton Cylinder) in the
Controls Manual supplied with this Jet Unit.
When refitting of the Steering Cylinder to the
Steering Cylinder Mounting Bracket, refer to the
Steering Drawings contained in the Controls Manual
supplied with this Jet unit.
1. Mount the Steering Cylinder onto the Studs [28]
on the Steering Bracket [23] with 4 Nuts [29] and
Spring Washers [30]. Tighten to the
recommended torque.
2. Connect the Steering Cylinder to the Tiller with
Bolt [26] and 2 Thin Nuts [27]. Tighten to the
recommended torque.
3. Reconnect the Cylinder Hose connections to the
Steering Cylinder. Refer to the appropriate Hose
Connection Drawings in the Controls Manual
supplied with this Jet Unit for correct connecting
information.
4. Re-Connect any Sensors that were previously
attached to the Steering Crank. Refer to the
Overhaul Section of the Controls Manual
supplied with this Jet Unit.
NOTE: 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 cause an operational problem.
9.5.4 Steering Linkages Adjustment
NOTE: It is important that the Steering Nozzle and
the Steering Cylinder are correctly linked so
that at full lock in both directions there are a
few millimetres clearance between the
Steering Nozzle and the Steering Nozzle
Housing. Should any foul occur, check for
worn Bushes in the Steering Nozzle.
FOR MULTI JET APPLICATIONS ONLY. If
the Steering Tie Rods have been removed or
replaced, refer to Section 5.6.1 Steering
Configuration and Figure 25: Jet Steering
Tiller-Cotter Alignment for Single Jet to Fig-
ure 28: Triple Jet-Tie Rod / Steering Cylinder
and Tiller Set-Up for information on
installation of the Tie Rods for Multi Jet
applications.
9.21
9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL
9.6 BEARING HOUSING
ASSEMBLY OVERHAUL
This part of the Overhaul can be done with the
vessel afloat, provided that the water level
remains below the bottom of the Bearing Housing.
Ballasting may be necessary to achieve this.
Exercise extreme care if Water
Seal replacement is to be carried
out in the vessel as water may
enter the vessel through the Intake
WARNING Opening. Never leave the Inspec-
tion Cover removed.
Exercise extreme care if
overhauling the Bearing Housing
with the vessel afloat as water
may enter the vessel through the
WARNING opening in the Intake.
9.6.1 Bearing Housing Dismantling
Refer to Drawing HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
The Water Seal should not be
removed unless it is being
replaced. The Water Seal will not
perform correctly if it is removed
CAUTION
and then reinstalled.
The Water Seal need only be
replaced if it is leaking, or there is
insufficient material left to last to
the next inspection. refer to sec-
tion 8 Maintenance for details of
the inspection required.
INITIAL WORK:
To dismantle the Bearing Housing, carry out the
following operations:
1. Remove the JHPU from its mounting on the
Bearing Housing. Refer to the Controls Manual
supplied with this Jet Unit for information on the
removal of the JHPU.
2. Disconnect the driveshaft from the Jet Unit
Coupling.
9.22
HJ-362
3. Remove Bearing Housing Drain Plug [46] and
drain the Bearing Housing oil.
4. Unscrew Set Screw [71] from the end of the
Coupling Nut [23].
5. Fit the "Reaction Arm" tool to the Coupling, and
using the "Coupling Nut Spanner" tool with an
extension pipe, unscrew the Coupling Nut [23]
two turns only, using Special Tools M50 "Socket
Spanner".
6. Fit the "Coupling Puller" tool to the Coupling
Flange and tighten the puller bolt firmly. Strike
the bolt with a heavy hammer to free the
coupling off it's taper. Leave the Coupling Nut
and Coupling Flange in position with the
Reaction Arm and Puller attached, do not
remove.
REMOVING THE KMT BEARING RETAINING NUT
[45]:
1. To remove the KMT Bearing Retaining Nut,
slacken the three Bearing Nut Lockscrews and
tap the edges of the Nut with a soft hammer to
release the locking pins.
2. Because the brass Locking Pins inside the KMT
Nut are a force fit onto the Mainshaft and do not
easily release from the threads of the Mainshaft,
the brass Locking Pins have to be released by
lightly tapping in the vicinity of the Locking
Screws, with a suitable hammer.
3. In some applications, the KMT Nut is shrouded
by the Bearing Housing and so access to the nut
is restricted. To overcome this problem, a long
bar may be used by placing the one end of the bar
against the surface of the KMT Lock Nut, in the
vicinity if the Locking Screw and lightly striking
the opposite end of the bar with a suitable
hammer until the Locking Pins are released. Refer
to Figure 31: View of KMT Nut.
4. Fit the "Bearing Retaining Nut Hook Spanner"
over the Bearing Locknut, with a pipe extension
fitted.
5. Bolt the "Reaction Arm" Tool to the Coupling to
prevent the Mainshaft from turning.
6. Unscrew the KMT Bearing Nut [45] until loose.
7. Unscrew the Coupling Nut [23].
8. Remove the "Reaction Arm" Tool from the
Coupling and withdraw the Coupling.
9. Remove the Coupling Key [35] from the
Mainshaft.
R1 A37

HJ-362
10.Remove the KMT Bearing Nut [45] from the
Mainshaft.
REMOVING THE BEARING HOUSING:
1. Remove the Nuts [74] and Spring Washers [77]
from Studs [69] and remove the Bearing Housing
Cover Plate [7] with the Oil Seal [51], taking care
not to lose the 8 compressed Preload Springs [40]
as the Bearing Housing Cover Plate is removed.
Figure 31: View of KMT Nut
9.6.2 Water Seal Removal
The Water Seal Assembly should not be removed
unless it is to be replaced. The Water Seal must be
replaced if:
• It has worn and will not reach the next over-
haul without failure.
• There has been signs of water leaking from
underneath the Bearing Housing.
1. Unscrew the Seal Face Retainer Nuts [72] and
Spring Washers [75] from the Studs [61].
Withdraw the Retainer [11] and Thrust Collar
[12].
2. Screw 2 x M8 Bolts into the tapped holes in the
Seal Face Holder [13] to remove it along with the
Stationary Water Seal Assembly [41].
3. Remove the Water Seal Inspection Cover [18] and
Gasket [19].
4. Release the two Set Screws [1] holding the Water
Seal in position. Refer to Drawing 61530 Rotary
Seal (Eagle) for HJ-362 Jet.
5. Clean and lubricate the Mainshaft using a 20:1
water and household detergent mix.
R1 A37
9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL
2. It is assumed that the Oil Seal Front [51] will be
replaced.
3. Withdraw Seal Sleeve Front [24], Distance Sleeve
[10], Bearing [49], Pressure Plate [25] and
Bearing Spacer [9].
4. Withdraw Bearing Housing [29] with Bearing [48]
and Oil Seal Aft [50].
5. Withdraw the Seal Sleeve [8].
TAP HERE TO RELEASE
THE LOCKING PINS
ROUND BAR
LOCKING SCREW &
LOCKING PINS
KMT NUT
6. Slide the Seal Ring Shell [4], Spring [3] and Drive
Collar [2] off the Mainshaft. Refer to Figure 32:
HJ-362 Water Seal.
NOTE: The Mainshaft will now rest on the Fairing
inside the Intake Casting.
CHECKING FOR WEAR:
Check the following parts for wear and replace
where necessary:
• Oil Seal Sleeve (Rear) [8] and Oil Seal Sleeve
(Front) [24]. (Oil Seal Sleeves [8] and [24]
may be turned end for end instead of
replacing if in good condition).
• Oil Seal (Rear) [50]. Oil Seal (Front) [51]. Oil
Seals should be replaced at every overhaul.
• Bearings [49], [48]. Check for wear and
cracking. Replace if any signs of wear and
damage.
• Water Seal Assembly [41]. Check to see if
mating faces are scored or chipped. Always
replace both seal and counterface even if one
or other appears unworn.
• Mating faces on the Bearing Spacer [9] and
Distance Sleeve [10]. Check for wear,
9.23
9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL
cracking or fretting of the surfaces. Replace if
any signs of wear and damage.
• Pressure Plate [25]. Check for wear or
distortion. Replace if any signs of wear and
damage.
• Pre load Springs [40]. Check for wear,
broken springs or uneven spring lengths.
Replace if any signs of wear, damage or
uneven spring heights.
Figure 32: HJ-362 Water Seal
9.6.3 Water Seal Replacement and
Re-Fitting
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
All Water seal faces must be clean
and free of grease.
CAUTION
Do not tighten the Set Screws [1] that secure the
Water Seal Spring Collar [2] to the Mainshaft, refer
to Drawing 61530 Rotary Seal (Eagle) for HJ-362 Jet
These should be tightened after the Bearing Housing
9.24
HJ-362
• O-Rings. [58] [57], [18]. Check for cuts, de-
formation cracking or perishing. O-Rings
should be replaced at every overhaul.
Check the bore of the Bearing Housing [29] where
the Journal Bearing [49] locates. The Bearing should
be a sliding fit. If the housing bore is scored or worn
and the Bearing is loose, replace the Bearing
Housing [29].
Thoroughly clean all parts.
Assembly is re-fitted at Section 9.6.6 Water Seal Fi-
nal Location.
1. Fit the “Seal Fitting Sleeve” on to the Mainshaft.
Refer to HJ-362-11-000 Tools Kits. Sht 1.
2. With the Water Seal Inspection Cover [18]
removed, wet the Mainshaft [34] with a 20:1
water / household detergent mix.
3. Lubricate the O-Ring [5] in the seal Ring Shell [4]
with a 20:1 water / household detergent mix.
Refer to Figure 32: HJ-362 Water Seal.
4. Fit the Water Seal Rotary Assembly onto the
Mainshaft and slide the whole assembly
rearwards along the Mainshaft some 25mm aft of
its final operating position.
5. Remove the "Seal Fitting Sleeve" off the
Mainshaft.
R1 A37

HJ-362
6. Lubricate the Seal Face Holder and the Stationary
Face rubber boot with a mixture of 20:1 water
and household detergent mix.
7. Carefully press the Seal Ring Insert [7] and Insert
Boot [8] (Refer to Drawing 61530 Rotary Seal
(Eagle) for HJ-362 Jet) into the Seal Face Holder
[13] using a hand operated press, with a plastic
or wooden block placed on the Seal Ring Insert.
Ensure that the Seal Ring Insert and Insert Boot
are pressed into the Seal Face Holder, squarely.
8. Coat the Seal Face Holder [13] and O Ring [57]
and the Intake contact faces, with marine grease.
9. Fit the Seal Face Holder [13] and O-Ring [57]
followed by the Thrust Collar [12] and Retainer
[11].
10.Secure to Studs [61] with Spring Washers [75]
and Nuts [72]. Torque load to the recommended
torque. Refer to Drawing 85113 Recommenda-
tions for Nut and Locking Screw Tightening Tor-
ques.
R1 A37
9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL
9.6.4 Bearing Housing Re-Assembly
NOTE:
1. Ensure that all fasteners are tightened to
torques as described in Drawing 85113 Rec-
ommendations for Nut and Locking Screw
Tightening Torques or as specified on the
relevant Assembly Drawings.
2. The Bearing is a sliding fit into the Bearing
Housing. Gentle warming of the Bearing
Housing will assist the fitting of the
Bearings.
3. Use Special Tool "Bearing Retaining Nut
Hook Spanner" with a pipe extension as a
Reaction Arm and apply the torque via the
Special Tools "Reaction Arm " and the
Coupling Flange.
PRE ASSEMBLY OF BEARING HOUSING:
1. Lubricate the Aft Seal Sleeve [8] and slide it
rearwards along the Mainshaft and into position
against the forward face of the Thrust Collar [12].
2. lubricate the Aft Oil Seal [50] and using the oil
seal fitting tool press the Seal into the Bearing
Housing [29] as shown below.
Figure 33: Bearing Housing Oil Seal Fitting
3. Turn the Bearing Housing over so that the "Rear
End faces down" onto a work bench.
4. Lubricate the Bearing [48] with an approved oil
and fit into the Bearing Housing [29] until the
bearing fits snugly against the shoulder in the
Bearing Housing.
5. Carefully assemble the Bearing Housing [29] into
position on the Mainshaft [34].
9.25
9 OVERHAUL
HJ-362
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

6. Assemble the Bearing Spacer [9], Bearing [49] 8. Remove the Coupling Nut [23], the Coupling and
and Distance Sleeve [10] into position on the the Special Tool "Reaction Arm" from the
Mainshaft. Mainshaft.
7. Lubricate the Seal Sleeve Front [24] and slide
rearwards along the Mainshaft and into position
against the rear face of the Distance Sleeve [10],
ensuring that the part that contacts the Oil Seal
[51] is in good condition.
8. Fit a new Oil Seal [51] to the Bearing Retainer
Plate as shown below.
9. Ensure that the Oil Seal [51] is correctly located
in the Bearing Housing Cover Plate [7].

FITTING THE KMT BEARING RETAINING NUT

1. Prior to fitting the KMT Bearing Locknut [45],
ensure that the KMT Nut Locking Screws are
partially withdrawn and that the Locking Pins are
not protruding into the thread path of the KMT
Locknut.
2. Lubricate the Lock Nut [45] and assemble onto
the Mainshaft and tighten hand tight only.
3. Temporarily fit the Coupling Key [35] and
Coupling to the Mainshaft.
4. Fit the Special Tool "Reaction Arm" to the
Coupling and tighten the Coupling Nut [23] hand
tight only.
5. . Fit the "Bearing Locknut Hook Spanner" fitted
with a pipe extension, to the KMT Bearing Lock
Nut [45] and torque load to 535 Nm (395 lb/ft).
6. Lightly tighten the 3 KMT Bearing Locknut Set
Screws until the locking pins engage in the
Mainshaft threads.
7. Continue tightening the Locknut Set Screws,
alternating around until all 3 Locknut Set Screws
are tightened to the recommended torque. Refer
to Table 9: Special Fasteners - HJ-362" or
Drawing HJ-362-01-000 Basic Jet Assemblies
Standard and Dry Run. Sht 1 for the correct
torque.
Figure 34: Bearing Retainer Plate Oil Seal Fitting
NOTE: THE BEARING CLEARANCE ADJUSTMENT
SHOULD BE CARRIED OUT AT THIS
STAGE.
9.6.5 Bearing Clearance
Adjustment
1. Fit the Pre Load Springs [40] into the Bearing
Housing Cover Plate [7] using a smear of grease
to hold them in position.
2. Coat the Bearing Housing Cover Plate [7], Oil Seal
[51] and the Bearing Housing [29] contact faces
with grease.
3. Align the outer race of the Bearing [49] and fit the
Pressure Plate [25] into the Bearing Housing [29].
4. Initially refit the Shims [36], [37] and [38] of the
same total thickness as was previously used,
onto the spigot of the Cover Plate [7].
5. Lightly grease the O-Ring [58] and fit onto the
spigot of the Cover Plate [7]. (the O-Ring should
hold the Shims in place).
6. Refit the Cover Plate [7] complete with O-Ring,
Shims and Springs to the Bearing Housing [29].
Fit the 4 x Nuts [74] and Spring Washers [77] to
Studs [69] and tighten to the recommended
torque.
7. Ensure that the O-Ring [58] locates correctly
when tightening the 4 x Nuts [74].

9.26 R1 A37
 9 OVERHAUL
HJ-362
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

8. Check the Mainshaft axial clearance (or "end 2. Rotate the Water Seal Rotating Assembly on the
float") is correct. Using a dial gauge on the Mainshaft until the Set Screws [1] in the Drive
Mainshaft. Move the Mainshaft fore and aft and Collar [2] align with the Set Screw holes in the
check that 0.13 mm to 0.18 mm (0.005 to 0.007 Mainshaft and the Drive Collar [2] tangs engage
inches) of movement is present. in the Seal Ring Shell [4]. Figure 32: HJ-362 Water
9. Adjust the size and quantity of Shims [36], [37] Seal refers.
and [38] fitted between the Cover Plate [7] and 3. Using the Special Tool "Water Seal Fork", HJ-
Bearing Housing [29] to achieve the correct "End 362-11-000 Tools Kits. Sht 1, Item 11 refers, or
Float". two levers to carry out this operation, push the
Water Seal Rotating Assembly firmly forward so
NOTE: that the Seal Rotating Face locates against the
1. Shims of 0.05, 0.13 and 0.25 mm (0.002, Seal Stationary Face.
0.005 and 0.010 inches) are available. 4. Tighten the two Set Screws [1] in the Spring
2. It may be necessary to use a lever to force the Retaining Collar [2] onto the Mainshaft to lock
Mainshaft in the Fore and Aft direction to the Seal Rotating Assembly to the Mainshaft.
measure total End Float clearance. Refer to Drawing 61530 Rotary Seal (Eagle) for
HJ-362 Jet.
10.Lightly grease the bore and keyway of the
Coupling, the taper and keyway on the Mainshaft 5. Refit the Water Seal Inspection Cover [18] and
[34] and the thread and face of the Coupling Nut Gasket [19] and secure to Studs [62] with Nuts
[23]. [73] and Spring Washers [76] and tighten to the
recommended torque.
11.Fit the Coupling Key [35], Coupling and Coupling
Nut [23] to the Mainshaft.
12.Prevent the Coupling from turning by using
Special Tool "Reaction Arm" and tighten the
Coupling Nut [23] to 350Nm (258lb/ft).
13.Apply Loctite to the threads of the Set Screw [71].
Fit and tighten the Set Screw [71] to secure the
Coupling Nut [23] to the Main Shaft.
14.Using the Reaction Arm Socket and Wrench,
check that the Mainshaft will rotate.
15.Fill the Bearing Housing with the recommended
oil until the Dipstick oil level reaches the full
mark. Do not overfill the Bearing Housing. Use
only recommended oil.

9.6.6 Water Seal Final Location

After the Bearing Housing has been re-fitted to the
Intake, as described in Section 9.6.4 Bearing Housing
Re-Assembly, and the Bearing Clearance Adjustment
has been carried out as shown in Section 9.6.5 Bear-
ing Clearance Adjustment, the Water Seal Rotating
Assembly must be moved and locked into its final
operating position as shown in this Section.

NOTE: This procedure is only to be carried out when

a new Water Seal has been fitted.
1. With the Water Seal Inspection Cover [18]
removed and the Mainshaft wetted (with a 20:1
water to detergent mix).

R1 A37 9.27
9 OVERHAUL
9.7 INTERNAL ANODE REPLACEMENT
9.7 INTERNAL ANODE
REPLACEMENT
Refer to Drawing HJ-362-13-002 Anode Location
Drawing.
9.7.1 Intake Internal Anode
The replacement of the Intake Internal Anode should
be carried out when the vessel is in dry dock.
To carry out this operation, refer to Drawings HJ-
362-01-000 Basic Jet Assemblies Standard and Dry
Run. Sht 1 and HJ-362-01-000 Basic Jet Assemblies
Standard and Dry Run. Sht 2.
The Internal Anode [81] can be removed through the
Main Inspection Cover [22] on the Jet Intake.
Remove the Main Inspection Cover [22] and O Ring
[59] from the Main Inspection Cover opening.
Inspect the Anode [81] located on the starboard side
of the Intake. Replace the Anode if it is more than
half corroded, otherwise clean with a wire brush.
Should the Anode require replacement, remove the
securing Nuts [70] , Spring Washers [75] and the
Anode [81].
The Screws [82] and Flat Washers [83] do not have
to be removed from the Intake.
If the Screws [82] have been removed and need to be
replaced, fit Flat Washer [83] to each of the screws
and apply Loctite 262 to the threads near the head
of the screws.
Screw the two bolts fully home through the location
holes on the starboard side of the Jet Unit Intake.
Fit a new Anode [81] through the Inspection Hatch
and onto the Screws [82] protruding into the Intake.
Ensure that the Anode is fitted with curved side into
the recess.
Add Loctite 243 to the threads of the two Screws
[82].
Fit Spring Washers [75] and Nuts [70] to the two
screws and tighten to the recommended torque.
Smear the Inspection Cover O Ring [59] with grease
and fit to the groove on the underside of the
Inspection Cover.
Refit the Inspection Cover and secure in position on
Studs [66] with Spring Washers [77] and Nuts [74].
9.28
HJ-362
9.8 TAILPIPE AREA OVERHAUL
Refer Drawing HJ-362-01-000 Basic Jet Assemblies
Standard and Dry Run. Sht 1 and HJ-362-01-000
Basic Jet Assemblies Standard and Dry Run. Sht 2.
NOTE: The Maintenance operations detailed in this
Section should be carried out when the Vessel
is in dry dock.
If The Reverse Duct has not already been removed,
it must be removed before proceeding. Refer to
Section 9.2 Reverse Assembly Removal and Over-
haul.
If the Steering Linkages have not already been
disconnected, they must be disconnected before
proceeding. Refer to Section 9.4 Steering Assembly
Removal and Overhaul.
9.8.1 Impeller - Checking for Wear
The Impeller wear should have been checked prior
to commencing overhaul. If an examination of the
Impeller has not been carried out, carry out the
checks as described in Section 8.5 Jet Unit Servicing
Details.
Before dismantling the Tailpipe and Impeller Race
end of the Jet Unit, remove the Main Inspection
Cover [22] (or the Intake Screen [27] if in dry dock)
and carry out the following checks:
1. Using feeler gauges, check clearance between the
tips of the Impeller Blades and Wear Ring [2] at
each side of the Impeller (not top and bottom).
Maximum recommended worn clearance is
1.69mm (0.066”). New clearance is approx’
0.75mm ((0.029”).
2. Push the Mainshaft [34] hard from side to side.
Check total sideways movement at the Impeller
Blade tips. This indicates the amount of wear in
the Marine Bearing [28] and Shaft Sleeve [17].
R1 A37

HJ-362
9.8.2 Tailpipe Area - Dismantling
Refer to Drawings HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
DISMANTLING:—Ensure that the Steering Nozzle,
Nozzle Housing and Steering Shaft have been
removed prior to commencing Tailpipe Area
dismantling. Refer to Sections 9.4.4 Steering Shaft
Removal and 9.4.5 Nozzle Assembly Removal.
The Nozzle Insert and Tailpipe may be removed as
a single assembly. Otherwise refer to Sub-Section
Nozzle Insert Removal:.
1. Remove the Nuts [74] and Spring Washers [77]
from the upper Studs [67] securing the Tailpipe to
the Intake.
2. Remove the Nuts [74] and Spring Washers [77]
from the lower Studs [68] securing the Tailpipe to
the Intake.
3. Hit Tailpipe sideways with a rubber or wooden
mallet to free the joint and remove from the
remainder of the Jet Unit.
4. Remove O Ring [55] from the Tailpipe to Intake
interface.
IMPELLER REMOVAL:
1. Remove the Set Screw [71] from the Impeller Nut
[15].
2. Fit the Special Tool "Reaction Arm" to the
Coupling, to prevent the Coupling from rotating.
3. Unscrew and remove the Impeller Nut [15] using
Special Tool "Shaft Nut Socket".
4. Withdraw the Water Bearing Sleeve [17].
5. Fit the Special Tool "Impeller Puller" onto the
Impeller hub and tighten the Puller bolt firmly.
6. Free the Impeller from the Mainshaft by applying
a sharp blow with a hammer to the puller bolt.
Withdraw the Impeller and Puller complete.
7. Remove the Impeller Key [14] ensuring that
Dowel [3] remains in place in the Key.
8. Remove the Impeller Seal [16] rearwards off the
Mainshaft.
R1 A37
9 OVERHAUL
9.8 TAILPIPE AREA OVERHAUL
9.8.3 Wear Ring Removal and
Replacement
NOTE: The Wear Ring need only be replaced if it is
excessively worn.
REMOVING THE OLD WEAR RING AND INSULA-
TOR:
Refer to Drawing HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
STEP 1:
1. Find the joint in the Wear Ring [20] and force a
long thin screw driver between the Wear Ring
[20] and the Insulator [21], adjacent to the Wear
Ring joint, until the end of the Wear Ring is free
Refer to Step 1 in Figure 35: Wear Ring Insertion
& Removal Instructions.
STEP 2:
2. Pull the free end of the Wear Ring inwards and
remove it from the Intake. Refer to Step 2 in Fig-
ure 35: Wear Ring Insertion & Removal Instruc-
tions.
3. Remove the Wear Ring Insulator [21] and
thoroughly clean and degrease the Intake Bore.
PREPARING A NEW WEAR RING FOR FITTING:
1. Before fitting a new Wear Ring, it should be trial
fitted into the Intake with no Insulator fitted.
There should be a gap of approximately 1mm
between the mating ends of the Wear Ring with
the Wear Ring completely fitted into the Intake
bore.
2. The Wear Ring may not fit without some “dress”
filing of the mating ends to reduce the
circumference slightly. DO NOT REMOVE TOO
MUCH METAL FROM THE WEAR RING as the
Wear Ring must be a tight fit in the Intake once
the Insulator is fitted. This ensures that the Wear
Ring remains in the correct position during
operation.
9.29
9 OVERHAUL
HJ-362
9.8 TAILPIPE AREA OVERHAUL

FITTING A NEW INSULATOR: NOTE: The Wear Ring is in the correct position
1. Paint the recess in the Intake Bore with a thin when it is located approx. 0.8mm (1/32")
layer of two pot vinyl etch primer suitable for from the end of the recess in the Intake Figure
aluminium and allow to dry. 37: Forward Position of Wear Ring and the
Wear Ring sits flush with the rearward face
2. Apply a thin coat of zinc phosphate epoxy primer
of the Intake. This gap must be maintained
(such as International Paints - Intercure 200
to prevent electrical contact between the
HS) and allow to dry.
Wear Ring and the Tailpipe / Intake of the
3. Apply a second coat of zinc phosphate epoxy Jet Unit.
primer. While the primer is still wet, fit in a new
Insulator [21] to the Intake, ensuring the
Insulator is in contact with the primer over the START
whole surface.
4. Smear the complete Insulator surface with a thin
layer of grease or oil.

STEP 1
FITTING A NEW WEAR RING:

STEP 1:
1. Take a new Wear Ring [20] and with the chamfer
STEP 2
end leading, butt the strip at the chamfers by
REMOVAL
twisting slightly, (this reduces the lead in
diameter) and gradually feed it inside the
Insulator [21] fitted in the Intake until it butts
fully.
2. Slide the Wear Ring in evenly as far as possible
by hand.

STEP 2:
INSERTION 1 2 3
3. Place a heavy steel plate against the edge of the
Wear Ring (The plate is used to prevent damage Figure 35: Wear Ring Insertion & Removal Instructions
to the end of the Wear Ring and should cover
whole diameter of Wear Ring).
4. Drive the Wear Ring evenly into the Intake recess
by hitting the plate with a large hammer. AFT
INTAKE

5. Continue pushing the Wear Ring into the Intake

until the Wear Ring sits approximately 0.8 mm INSULATOR

(1/32") from the end of the recess in the Intake.

Refer to Figure 36: Wear Ring Aft Position.
1
The Wear Ring must not touch any part of the Jet 0.8mm( 32 ") GAP

Unit except the Insulator.

The Wear Ring is correctly fitted when it sits flush WEAR RING
with the inner end of the Intake Flange.

Figure 36: Wear Ring Aft Position

On completion of the fitting of the Wear Ring,

electrical insulation between the Wear Ring and the
Intake Casing should be checked for electrical
insulation contact, using a multi-meter. The
resistance reading should be over 1000 ohms.

9.30 R1 A37

HJ-362
INTAKE/TAILPIPE O RING
TAILPIPE
INTAKE
INSULATOR
WEAR RING
WEAR RING SHOULD SIT FLUSH
WITH INNER RECESS OF INTAKE FLANGE
Figure 37: Forward Position of Wear Ring
9.8.4 Impeller Area - Overhaul
Minor corrosion damage around the Wear Ring /
Impeller position such as pitting may be repaired by
welding. Grind the welded surface flush with the
original surface.
If the surface wear is more than 1mm deep, a new
Intake should be fitted.
9.8.5 Impeller Overhaul
Avoid using excessive heat during
welding.
CAUTION
NOTE: 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:
1. Inspect all surfaces of the Impeller for any sign of
corrosion or erosion damage. Damaged areas
should be weld repaired and dressed back to a
smooth surface.
2. 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 and dressed using suitable tools.
R1 A37
9 OVERHAUL
9.8 TAILPIPE AREA OVERHAUL
Bring the blade back to it’s original smooth
profile checking against undamaged blades.
3. Inspect the leading edges, excessively worn or
blunt leading edges may be built up by welding.
Sharpen the leading edges as shown. Blunt
Impellers cause loss of performance and
cavitation.
4. Check the Impeller O.D.
BLADE LEADING EDGE REPAIR PROCEDURE:
Drawing HJ-362-03-001 Impellers and Drawings
82206 Impeller Blade Dressing Instructions & Balanc-
ing Information. Sht 1 to 82206 Impeller Blade
Dressing Instructions & Balancing Information. Sht 4
show the desired blade profile. The following
information should also be referred to:-
1. Dress the edge back to a smooth curve removing
the minimum amount of metal.
2. Weld repair damaged edges if required.
3. Dress both faces of the blade taking slightly more
metal off the rear side until the leading edge is the
correct thickness all along. Refer to Drawings
82206 Impeller Blade Dressing Instructions & Bal-
ancing Information. Sht 1 to 82206 Impeller Blade
Dressing Instructions & Balancing Information.
Sht 4.
4. Blend well back into the original blade surface.
5. Both front and rear surfaces are to be a smooth
uniform curve with no sudden bumps or change
in direction.
6. Grind or file a smooth radius along the leading
edge as shown in Drawings 82206 Impeller
Blade Dressing Instructions & Balancing Informa-
tion. Sht 1 to 82206 Impeller Blade Dressing In-
structions & Balancing Information. Sht 4.
IMPELLER OUTSIDE DIAMETER (O.D.) REPAIR
PROCEDURE:
1. If the Impeller OD is excessively worn it may 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.
2. Turn the outside diameter to 360.0 - 359.9 mm
(14.400" - 14.150") making sure that it is
concentric with the bore. (Light cuts should be
taken when turning the outside diameter to avoid
deformation of the Impeller Blades).
9.31
9 OVERHAUL
9.8 TAILPIPE AREA OVERHAUL
3. The finished O.D. should be 359.6 - 359.4 mm
(14.157" - 14.150").
4. File and polish.
BALANCING:
1. The Impeller must be balanced if welding or
grinding has been carried out on the Impeller.
2. Balance the Impeller statically, preferably on the
Mainshaft with the Coupling and all keys in
place. If this is not possible then balance the
Impeller statically on a suitable mandrel set on
horizontal knife edges or bars to within the
maximum out of balance specified.
3. Balance to within 104 gm-cm.
4. Balance weights of 316 SS may be welded to the
inside of the Impeller Hub and grinding is
permitted.
PASSIVATION:
Appropriate safety glasses, pro-
tective gloves and clothing must
be worn to prevent skin exposure
to nitric acid.
WARNING
1. If the Impeller has been welded, passivation is
required.
2. Immerse the Impeller in hot 30% Nitric Acid for
at least 2 hours.
3. Rinse in clean water.
4. If nitric acid immersion is not possible, a "brush
on" pickling / passivation gel may be used on
weld and heat affected areas.
9.8.6 Tailpipe Overhaul
TAILPIPE:
1. Check the fit of the Water Bearing Sleeve [17] in
the Marine Bearing [28].
2. A diametrical clearance of 0.11 to 0.26 mm is
normal and 0.6 mm maximum worn clearance.
If the Bearing Sleeve is badly scored or worn it
should be replaced.
3. Replace the Bearing Sleeve and the Marine
Bearing if the Impeller has just been overhauled
and the Wear Ring [20] replaced.
9.32
HJ-362
4. To remove the Marine Bearing [28] it is quicker to
press both Bearing and the Tailpipe Fairing [6] aft
together.
If the Bearing is excessively tight
place an insert aft of the bearing
to press the fairing out rearwards.
Then turn the Tailpipe over and
CAUTION
support it at the bearing hub
pressing the marine bearing for-
ward to avoid overloading the sta-
tor blades.
5. Clean out the bore of old loctite and Activator.
6. Repaint the Tailpipe Fairing spigot contact
surface with two part Vinyl Etch Primer and
allow to dry.
7. Grease the Tailpipe bore before pressing in the
new Marine Bearing [28].
8. Thoroughly clean all grease from the Tailpipe
bore.
9. Apply Loctite Activator 7471 to the spigot outer
surface of the Tailpipe Fairing and allow to dry.
Do not apply Activator 7471 to the spigot bore
in the Tailpipe.
NOTE: Loctite Activator 7471 must be used to refit
the Tailpipe Fairing [6] otherwise the Loctite
680 will not cure and retain the Tailpipe
Fairing in position.
10.Apply Loctite 680 to the whole surface of the
Spigot bore in the end of the Tailpipe.
11.There are to be NO dry areas between the
Tailpipe Fairing spigot and the bore in the rear of
the Tailpipe.
12.Press the Tailpipe Fairing fully home onto the
rear if the Tailpipe.
13.Wipe off any excess loctite or activator.
REPLACING THE REVERSE DUCT THREADED
PIVOT BUSHES [6]:—Refer to Drawings HJ-362-
07-005 Reverse Assembly. Sht 1 and HJ-362-07-
005 Reverse Assembly. Sht 2.
The Tailpipe is fitted with two threaded Pivot
Bushes [6] to locate the Reverse Duct Pivot Pins.
To replace these bushes, carry out the following
operation:-
1. If the threaded Pivot Bushes are badly corroded
or damaged they should be replaced.
R1 A37

HJ-362
2. With the Tailpipe removed from the Intake,
remove the old threaded Pivot Bushes from the
Tailpipe. It may be necessary to apply light heat
to the Tailpipe in the area of the Bush to break
the Loctite Seal.
3. Clean out the Bush bores of the Tailpipe,
ensuring that all old loctite and primer is
removed.
4. Apply a thin coat of Loctite Primer 7471 to the
mating threads of the Pivot Bush [6] and allow to
dry.
5. Apply Loctite 262 to the threads in the Tailpipe
and the threads of the Pivot Bush in suffucient
quantity to fill all the engaged threads.
6. There are to be NO dry areas between the
threads in the Tailpipe bores and the threads of
the Pivot Bushes [6].
7. Screw in the new Bushes [6] fully into the
Tailpipe.
8. Wipe off any excess Loctite or Activator.
EXTERNAL TAILPIPE ANODE [2]:
Refer to Drawing HJ-362-13-002 Anode Location
Drawing.
Refer to Drawing HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
1. Check the external Tailpipe Anode [2] attached to
the outside of the Tailpipe, if this is less than half
of its original size, it should be replaced.
2. To replace the External Tailpipe Anode fitted to
the underside of the Nozzle, carry out the
following operation:-
a) Remove the 2 x M12 Nuts [73] and Spring
Washers [76] from Studs [65].
b) Remove the External Anode [2].
c) Ensure that the mating surfaces are scraped
clean for a good electrical contact.
d) Fit a new External Anodes [2].
e) Attach with 2 x M12 Nuts [73] and Spring
Washers [76]. Torque load to the
recommended torque. Refer to Drawing
85113 Recommendations for Nut and Locking
Screw Tightening Torques.
3. If the Anode is still in good condition, ensure that
it has not been painted over.
4. Scrub down with a wire brush if a coating has
built up on the Anode.
R1 A37
9 OVERHAUL
9.8 TAILPIPE AREA OVERHAUL
INTERNAL TAILPIPE ANODES [1]:
Refer to Drawing HJ-362-13-002 Anode Location
Drawing.
Refer to Drawing HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 1 and HJ-362-01-
000 Basic Jet Assemblies Standard and Dry Run. Sht
2.
1. Check the 6 x Internal Tailpipe Anodes [1]
attached to the Anode Mounting Plate [39] which
is fitted to the forward face of the Tailpipe.
2. Should these be less than 2/3rds their original
size, they should be replaced.
3. To replace the 6 x Internal Tailpipe Anodes [1],
carry out the following operation:-
a) With the Tailpipe removed from the Intake
[31], remove the M8 Nuts [70] and Spring
Washers [75] from Studs [87] attaching the
Anode Mounting Plate [39] to the Tailpipe.
b) Remove the Nyloc Nuts [70] and Spring
Washers [75] attaching each Anode to the
Anode Mount Plate.
c) Remove the 6 x Internal Tailpipe Anodes [1].
d) Ensure that the mating surfaces between the
Anode and the Anode Mounting Plate are
scraped clean for a good electrical contact.
e) Fit new Internal Tailpipe Anodes [1] to the
Anode Mounting Plate [39] and secure to the
Anode Mount Plate with Nyloc Nuts [70] and
Spring Washer [75]. Torque load to the
recommended torque. Refer to Drawing
85113 Recommendations for Nut and Locking
Screw Tightening Torques.
f) Refit the Anode Mounting Plate [39] to the
Studs [87] fitted to the Tailpipe and attach
with the 4 x M8 Nuts [70] and Spring Washers
[75]. Torque load to the recommended
torque. Refer to Drawing 85113 Recommen-
dations for Nut and Locking Screw Tightening
Torques.
4. If the Anodes are in good condition, ensure that
the Anodes are not painted over.
5. Scrub the Anodes with a wire brush if corrosion
has built up on the Anodes.
9.33
9 OVERHAUL
9.8 TAILPIPE AREA OVERHAUL
9.8.7 Tailpipe Area Re-Assembly
NOTE: Ensure all fasteners as tightened to torques
as described in Section Table 9: Special Fas-
teners - HJ-362.
IMPELLER RE-ASSEMBLY:
1. Clean all parts thoroughly.
2. Smear a light coating of grease over complete
Mainshaft from in front of Impeller Seal position
including Impeller taper and the Impeller Nut
thread.
3. Check the Impeller Seal [16] for damage. Replace
if Seal shows signs of damage or wear. Fit into
the Mainshaft just forward of the Impeller taper.
4. Insert Impeller Key [14] fitted with Dowel [3].
5. Slide the Impeller onto the Main Shaft followed
by the Water Bearing Sleeve [17].
NOTE: When fitting a new Impeller into a Jet Unit,
the Impeller Taper must be lapped to the
Main Shaft in accordance with British
Standard MA 74.
6. Prevent the Main Shaft rotating by fitting special
tool "Reaction Arm" on to the Coupling.
7. Fit the Impeller Nut [15] and tighten to
recommended torque. Refer to Drawing 85113
Recommendations for Nut and Locking Screw
Tightening Torques.
8. If necessary re-drill the recess hole into the
Mainshaft for Set Screw [71], then fit the Set
Screw [71] with Loctite 222 (or equivalent) thread
locking fluid and tighten.
9. Working through the Main Inspection Cover,
remove any surplus grease from the Impeller Seal
recess (at the front of the Impeller).
10.Slide the Impeller Seal [16] back into the recess,
while rotating the Mainshaft and Impeller by
hand.
11.Refit the Main Inspection Cover [22] and O Ring
[59]. Secure to Studs [66] with Spring Washers
[77] and Nuts [74]. Torque load to the correct
torque. Refer to Drawing 85113 Recommenda-
tions for Nut and Locking Screw Tightening Tor-
ques.
9.34
HJ-362
NOZZLE INSERT - REFIT TO THE TAILPIPE:
Refer to Drawing HJ-362-06-005 Steering Assem-
bly General Arrangement. Sht 1 to HJ-362-06-005
Steering Assembly General Arrangement. Sht 3.
1. Offer the Nozzle Insert [26] up to the Tailpipe,
ensuring that the Nozzle Insert is configured for
the correct steering deadrise configuration.
2. Attach the Nozzle Insert to Studs [62] on the
Tailpipe, with Spring Washers [76] and Nuts
[73]. Torque load to the recommended torque.
Refer to Drawing 85113 Recommendations for
Nut and Locking Screw Tightening Torques.
3. Refit the Steering Equipment in accordance with
Section 9.5 Steering Assembly Re-Fitting.
TAILPIPE RE-ASSEMBLY:
1. Wipe the Water Bearing Sleeve [17] clean to
ensure that the Marine Bearing [28] remains free
of grease.
2. Dust the rubber of the Marine Bearing [28] with
talc or french chalk.
3. Clean and grease the Tailpipe to Intake contact
faces.
4. Refit O-Ring [55] with grease to retain in
position.
5. Refit the Tailpipe and secure onto Studs [67] and
[68] with Spring Washers [77] and M16 Nuts
[74]. Tighten nuts to the recommended torque.
NOTE: The Nuts [74] fitted to Studs [68] adjacent to
the Reverse Duct Pivot Pin fixings are
torqued to 130 Nm (95 lbs/ft). The other
Nuts on Studs [67] use standard torques (60
Nm / 45 lbs/ft).
6. Using the Special Tool "Reaction Arm", fitted to
the Coupling, as a handle, turn the Main Shaft to
ensure that the assembly rotates freely.
R1 A37

HJ-362
9.9 TRANSOM PLATE ASSEMBLY
OVERHAUL
Should it be necessary to remove the Transom Seal
Assembly for repair or replacement of the following
components, carry out the following operation.
To replace the Header Seal [4] or the Transom Seal
[2], the Reverse Duct must be removed to allow
access.
9.9.1 Transom Plate Removal
NOTE: The Transom Seal, Header Ring and the
Header Seal should not be removed unless
they are suspect of leaking or unless the
Header Ring, the Header Seal or the
Transom Plate are corroded or damaged.
Clean and examine the Transom Seal [2] and
Header Seal [4] for damage cuts or
perishing. Replace as required.
ALL HULL TYPES:
Refer to Drawings HJ-362-08-001 Installation De-
tails G.R.P. Hulls. Sht 1 and HJ-362-08-001 Instal-
lation Details G.R.P. Hulls. Sht 2. HJ-362-08-002
Installation Details Aluminium Hulls. Sht 1 and HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 2. HJ-362-08-003 Installation Details Steel
Hulls. Sht 1 and HJ-362-08-003 Installation Details
Steel Hulls. Sht 2.
To remove the Header Ring [3] and replace the
Header Seal [4], carry out the following operation:
1. Remove the Reverse Duct as shown in Section
9.2.1 Reverse Duct Removal.
2. Slacken off and remove the Reverse Cylinder
Header attachment Nuts [16], Spring Washers
[21] from the Studs [11] located around the
Reverse Cylinder / Transom Plate interface.
3. Remove the Reverse Cylinder Header [5] from the
Studs [11].
4. Remove the Reverse Cylinder Header Seal [4]
from the Studs [11].
5. Remove the Reverse Cylinder from the Transom
as shown in Section 9.2.3 Reverse Cylinder Re-
moval.
6. Slacken and remove the Header Ring attachment
Nuts [16] and Spring Washers [21] from Studs
[12].
R1 A37
9 OVERHAUL
9.9 TRANSOM PLATE ASSEMBLY OVERHAUL
7. Remove the Header Ring [3] and the Transom
Seal [2] and withdraw them off the rear if the Jet
Unit.
SHOULD THE TRANSOM PLATE REQUIRE REPAIR
OR REPLACEMENT CONTINUE AS BELOW:-
8. Slacken and remove Screws [14], Nuts [17] and
remove complete with Flat Washers [19] and
Spring Washers [22].
9. The Transom Plate can now be removed from the
Jet Unit.
NOTE: The Transom Plate is secured to the
Transom using RTV Silicone Sealant [24].
Some effort may be required to separate the
Transom Plate from the Transom.
10.Separate the Transom Plate from the Transom
and remove the Transom Plate from the vessel.
11.For Steel Hulls Only: Remove the Insulating
Bushes [10] and the Transom Plate Gasket [6]
from the Transom Plate.
12.Remove the Transom Seal [2] from the Transom.
13.Clean off all the old RTV Sealant from the
Transom Plate and the Transom and examine for
damage and corrosion. Replace or repair as
required.
14.Clean and examine Header Ring [3] and the
Reverse Cylinder Header [5] for damage,
distortion and corrosion. Replace or repair as
required.
15.Clean and examine the Transom Seal [2] and
Header Seal [4] for damage cuts or perishing.
Replace as required.
REPLACING THE TRANSOM PLATE ANODE [28].
Refer to Drawing HJ-362-13-002 Anode Location
Drawing.
1. Examine the Anode [28] attached to the
underside of the Transom Plate, if this is less
than half of its original size, it should be
replaced.
2. To replace the Transom Plate Anode carry out
the following operation:-
a) Remove the Nuts [16] and Spring Washers
[21] from Studs [27] securing the Anode [28]
to the Transom Plate.
b) Remove the Anode [28] from the Studs [27].
c) Ensure that the mating surfaces of the
Transom Plate are scraped clean to provide a
good electrical contact.
9.35
9 OVERHAUL
9.9 TRANSOM PLATE ASSEMBLY OVERHAUL
d) Refit a new Anode [28] to Studs [27] and
secure with Spring Washers [21] and Nuts
[16]. Torque load to the recommended
torque. Refer to Drawing 85113 Recommen-
dations for Nut and Locking Screw Tightening
Torques.
3. If the Anode is still in good condition, ensure that
it has not been painted over.
4. Scrub down with a wire brush if a coating has
built up on the Anode.
9.9.2 Transom Plate Re-Fitting
ALL HULL TYPES:
Refer to Drawing HJ-362-08-001 Installation De-
tails G.R.P. Hulls. Sht 1 and HJ-362-08-001 Instal-
lation Details G.R.P. Hulls. Sht 2. HJ-362-08-002
Installation Details Aluminium Hulls. Sht 1 and HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 2. HJ-362-08-003 Installation Details Steel
Hulls. Sht 1 and HJ-362-08-003 Installation Details
Steel Hulls. Sht 2.
NOTE: For Steel Hulls Only: The Transom Seal
Assembly must be totally insulated from the
Hull by a Gasket [6] and Flanged Insulating
Bushes [10] fitted around the mounting
Screws [14].
1. Ensure that the Transom Plate Insulating Bushes
[10] are fitted to the Transom Plate. Note these
should be fitted from the outside of the Transom
Plate.
2. Liberally apply neutral cure RTV Silicone Sealant
[24] to the Transom Plate contact area on the
Hull and also the joint face of the Transom Plate
and the Screw [10] heads.
3. For Steel Hulls only: Apply neutral cure RTV
Silicone Sealant [24] to the Transom Plate Gasket
[6]. Fit to the Transom and align with the drilled
holes.
4. Place the Transom Plate over the Intake casting
and up against the Transom.
5. Rotate the Transom Plate to position it on the
vertical centreline square with the Intake Flange.
6. Install the Transom Plate in place against the
Transom Plate Gasket (Steel Hulls only) and
Transom and secure in 3 positions with Screw
[14], Nuts [17], Flat Washers [19] and Spring
Washers [22]. Hand tighten only. Ensuring that
the screw heads are positioned on the outside of
the Transom.
9.36
HJ-362
7. Steel Hulls only: Check the insulation between the
Jet Unit and the Transom. (The resistance
between the Jet Unit and the Transom should be
1000 ohms or greater. If the reading is below
1000 ohms, the fault should be investigated and
rectified before continuing).
8. Secure the Transom Plate to the Transom with
the remaining Screws [14], Nuts [17], Flat
Washers [19] and Spring Washers [22] as shown
in the Installation Drawing HJ-362-08-003 In-
stallation Details Steel Hulls. Sht 1 and HJ-362-
08-003 Installation Details Steel Hulls. Sht 2.
Ensure that the Screw heads are positioned on
the outside of the Transom.
9. Tighten all the securing Screws to the
recommended torque. Refer to Drawing 85113
Recommendations for Nut and Locking Screw
Tightening Torques.
10.Wipe off any excess sealant.
11.Steel Hulls only: Check the insulation between the
Jet Unit and the Transom, any fault should be
investigated and rectified before continuing.
12.Liberally grease the Transom Seal [2] and fit over
the Studs [12] located in the channel between the
Transom Plate and the Jet Unit.
13.Fit the Header Ring [3] over the Studs [12] and
secure to the Transom Plate with Spring Washers
[21] and Nuts [16].
14.Finally tighten the Transom Seal by tightening
the Nuts [16] to the recommended torque.
Gradually tighten the nuts incrementally by
working around the Header Ring twice.
15.Liberally grease the Header Seal [4] and refit over
the rear end of the Reverse Cylinder and into the
recess around the Reverse Cylinder Hemi Seat.
16.Refit the Reverse Cylinder Header [5] onto Studs
[11] and secure with Spring Washers [21] and
Nuts [16]. Torque load to the recommended
torque. Refer to Drawing 85113 Recommenda-
tions for Nut and Locking Screw Tightening Tor-
ques.
17.Connect the Reverse Cylinder to the Reverse Duct
as shown in Section 9.5.1 Nozzle Assembly Re-
Fitting.
R1 A37

HJ-362
9.10 OVERFLOW PREVENTER
(OPTIONAL EXTRA)
Refer to Drawing HJ-362-10-001 Overflow Prevent-
er.
C.W.F. Hamilton & Co Ltd can supply an Overflow
Preventer [2] as an optional extra. This item enables
work to be carried out on the Jet Unit where
normally, by removing the Inspection Cover, this
may allow water to enter the vessel. The Overflow
Preventer raises the height of the Inspection Cover
by approximately 150mm.
Extreme care is required whenever
the Inspection Cover is removed as
water may enter the vessel
through this opening.
WARNING
Never leave the Inspection Cover
removed without constant
monitoring of the water levels.
9.10.1 Overflow Preventer Fitting
The following Drawings refer: HJ-362-01-000 Basic
Jet Assemblies Standard and Dry Run. Sht 1 and HJ-
362-01-000 Basic Jet Assemblies Standard and Dry
Run. Sht 2 and Drawing HJ-362-10-001 Overflow
Preventer.
To fit the Overflow Preventer [2] carry out the
following operation:-
1. Ensure that the water level is below the level of
the Inspection Cover.
2. Ballast the bow end of the vessel to ensure that
water does not enter the vessel through the
Inspection opening when the Main Inspection
Cover is removed.
3. Remove Nuts [74] and Spring Washers [77] from
the three Studs [66] retaining the Main Inspection
Cover [22].
4. Remove the Main Inspection Cover [22] and O
Ring [59].
5. Smear the underside of the Overflow Preventer
[2] with RTV Silicone Sealant [4]. Refer to
Drawing HJ-362-10-001 Overflow Preventer.
6. Fit the Overflow Preventer over the Inspection
Cover opening and secure in position with Flat
Washers [7] and Screws [5] and tighten to the
recommended torque.
7. Remove any excess RTV Sealant.
R1 A37
9 OVERHAUL
9.10 OVERFLOW PREVENTER (OPTIONAL EXTRA)
8. With the Overflow Preventer securely fitted in
position, ensure that the Drain Bung [3] is
securely closed.
9. Check the Seal [59] fitted to the Inspection Cover
[22] for wear or damage and replace as required.
10.Smear the Seal [59] with marine grease and refit
to the seal groove on the underside of the
Inspection Cover.
11.Refit the Inspection Cover [22] to the three Studs
[66] fitted around the Inspection Cover opening
and secure in position with Nuts [74] and Spring
Washers [77]. Torque load to the correct torque.
12.To drain any surplus water from inside the
Overflow Preventer, slacken the Drain Bung [3]
fitted to the base of the Overflow Preventer.
NOTE: A ½” ID hose may be fitted to the Drain
Connector [3] to carry water to the vessel
bilge.
13.Ensure that the Overflow Preventer is not leaking
water from around the base and from the Drain
Connector [3].
9.10.2 Overflow Preventer Removal
To remove the Overflow Preventer carry out the
following operations:-
Extreme care is required whenever
the Inspection Cover is removed as
water may enter the vessel
through this opening.
WARNING
Never leave the Inspection Cover
removed without constant
monitoring of the water levels.
The following Drawings refer: HJ-362-01-000 Basic
Jet Assemblies Standard and Dry Run. Sht 1 and HJ-
362-01-000 Basic Jet Assemblies Standard and Dry
Run. Sht 2 and Drawing HJ-362-10-001 Overflow
Preventer.
1. Ensure that the water level is below the level of
the Inspection Cover.
2. Ballast the bow end of the vessel to ensure that
water does not enter the vessel through the
Inspection opening when the Inspection Cover is
removed.
3. Remove Nuts [74] and Spring Washers [77] from
the three Studs [66] retaining the Main Inspection
Cover [22] to the top of the Intake.
9.37
9 OVERHAUL
9.11 SCREEN RAKE ASSEMBLY OVERHAUL (IF FITTED)
4. Remove the Main Inspection Cover [22] and O
Ring [59].
5. Ensure that the O Ring [59] fitted to the Main
Inspection Cover [22] is not perished or
damaged, replace if required.
6. Smear O Ring [59] with grease and refit to the O
Ring groove in the Main Inspection Cover [22].
7. Remove the attaching Screws [5] and Flat
Washers [7] securing the Overflow Preventer to
the Inspection Cover Intake opening and remove
the Overflow Preventer. Refer to Drawing HJ-
362-10-001 Overflow Preventer.
NOTE: The Overflow Preventer has been attached
using RTV Silicone Sealant and may require
some effort to remove.
8. Clean off any excess Silicone Sealant from
around the Inspection Cover.
9. Refit the Main Inspection Cover [22] to the
Inspection opening in the top of the Intake and
secure onto Studs [66] with Spring Washers [77]
and Nuts [74]. Tighten to the recommended
torque.
10.Visually check that the Inspection Cover is not
leaking.
9.38
HJ-362
9.11 SCREEN RAKE ASSEMBLY
OVERHAUL (IF FITTED)
Refer to Drawing “HJ-362-09-002 Screen Rake As-
sembly”.
Before removing the Screen Rake, ensure that the
Screen has been removed, refer to Section
9.12.1“Intake Screen Removal”.
The Screen Rake need only be dismantled if it is
suspected of being defective for the following
reasons:-
a) The Port [2] and Starboard [3] Screen Rake
Bearings are worn.
b) The "O" Rings [11] and [12] are leaking.
c) The Screen Rake [8] is damaged or bent.
9.11.1 Screen Rake Removal
Refer to Drawing “HJ-362-09-002 Screen Rake As-
sembly”.
To remove the Screen Rake Assembly, the vessel
should be removed from the water to allow access
to the underside of the vessel. To remove the Screen
Rake, carry out the following:-
1. Support the Screen Rake [8] beneath the vessel.
NOTE: The Screen Rake Actuator Spring [4] and the
Screen Rake Actuator Latch Pin [5] do not
need to be removed from the Rake Actuator
[9] before removing the Rake Actuator from
the Jet Unit.
2. From inside the vessel, remove Nut [15], Spring
Washer [18], Special Washer [1] and the Cotter
[7] securing the Rake Actuator [9] to the Screen
Rake [8].
3. Remove the Rake Actuator [9] complete with the
Latch Pin [5] and Actuator Spring [4] attached.
4. With the Screen Rake supported beneath the
vessel, from inside the vessel, remove the Screen
Rake Bearing Attachment Nuts [16], Spring
Washers [19] from the Starboard Screen Rake
Bearing [3].
5. Whilst ensuring that the Screen Rake is
supported, withdraw the Starboard Screen Rake
Bearing [3]. The starboard Screen Rake pivot
point will now rest on the Screen Rake Bearing
housing in the Intake.
6. From beneath the vessel, whilst supporting the
Screen Rake move the Screen Rake fully to
starboard to allow the port Screen Rake pivot
point to clear the Port Screen Rake Bearing [2].
R1 A37

HJ-362
7. With the port Screen Rake pivot point clear of the
Port Screen Rake Bearing [2], move the Screen
Rake to starboard to allow the Starboard Screen
Rake pivot point to clear the starboard Screen
Rake Bearing housing in the Intake.
8. Carefully lower the Screen Rake [8] from the
underside of the Intake.
9. Check the Screen Rake for distortion, damage
and excessive wear at the Screen Rake Bearing
attachment points. Repair or replace as
required.
10.Remove the Screen Rake Bearing Attachment
Nuts [16] and Spring Washers [19] from the Port
Screen Rake Bearing [2] and withdraw the Port
Screen Rake Bearing from the Intake.
11.Check the "O" Ring [12] on the Starboard Screen
Rake Bearing and replace if cut, damaged or
distorted.
12.Check the Starboard Screen Rake Bearing for
wear and damage. Replace as required.
13.Remove the Grease Nipple [10] from the
Starboard Screen Rake Bearing [3] and ensure
that the grease channels are not blocked.
14.Refit the Grease Nipple [10].
15.Check the "O" Ring [12] on the Port Screen Rake
Bearing and replace if cut, damaged or distorted.
16.Remove the Grease Nipple [10] from the Port
Screen Rake Bearing [2] and ensure that the
grease channels are not blocked.
17.Refit the Grease Nipple [10].
18.Thoroughly clean all components and examine
for wear, damage and distortion.
9.11.2 Screen Rake Re-Fitting
Refer to Drawing “HJ-362-09-002 Screen Rake As-
sembly”.
1. Smear a new "O" Ring [12] with grease and fit on
the Port Screen Rake Bearing. Smear the shaft of
the port Screen Rake Bearing with marine grease.
2. Smear the bore of the Port Screen Rake Bearing
[2] with marine grease and fit to the Studs [64] on
the port side of the Intake. Refer to Drawing “HJ-
362-01-000 Basic Jet Assemblies Standard and
Dry Run. Sht 1”/“HJ-362-01-000 Basic Jet As-
semblies Standard and Dry Run. Sht 2”.
3. Secure in position with Spring Washers [19] and
Nuts [16], ensuring that the Grease Nipple [10] is
positioned at the top of the bearing.
4. Torque load to the recommended torque.
R1 A37
9 OVERHAUL
9.11 SCREEN RAKE ASSEMBLY OVERHAUL (IF FITTED)
5. From beneath the vessel, whilst supporting the
Screen Rake and before fitting the Starboard
Screen Rake Bearing, feed the starboard Screen
Rake pivot point through the starboard Screen
Rake mounting point in the Intake.
6. Raise the port side of the Screen Rake and align
the pivot point of the Screen Rake with the Port
Screen Rake Bearing [2].
7. Push the Screen Rake fully to port and into the
Port Screen Rake Bearing [2].
8. From inside the vessel, smear new "O" Rings [11]
and [12] with marine grease and fit to the
Starboard Screen Rake Bearing [3]. Smear the
shaft and bore of the Starboard Screen Rake
Bearing with marine grease.
9. Fit the Starboard Screen Rake Bearing [3] over the
Starboard Screen Rake pivot point which is
protruding through the Intake.
10.Align the Screen Rake Bearing [3] with the Studs
[64] on the Intake, Refer to Drawing “HJ-362-
01-000 Basic Jet Assemblies Standard and Dry
Run. Sht 1” and “HJ-362-01-000 Basic Jet Assem-
blies Standard and Dry Run. Sht 2”.
11.Ensure that the Grease Nipple [10] is positioned
at the top of the Starboard Screen Rake Bearing.
12.Secure with Spring Washer [19] and Nuts [16].
Torque load to the recommended torque.
13.Fit the Screen Rake Actuator [8] complete with
Screen Rake Actuator Spring [4] and Latch Pin [5]
attached, to the Starboard Screen Rake pivot
point and Fit Cotter Pin [7]. Secure with Special
Washer [1], Spring Washer [18] and Nut [15].
Torque load to the recommended torque.
14.Grease the port and starboard Screen Rake
Bearings through the Grease Nipples [10] on the
top of the Screen Rake Bearings until grease is
seen to ooze from the inboard ends of the Screen
Rake Bearings.
15.Remove the support from the Screen Rake
beneath the vessel.
16.Carry out a functional check of the Screen Rake
Assembly. Have someone positioned beneath
the vessel to observe that the Screen Rake
operates without fouling on the Intake Screen.
9.39
9 OVERHAUL
9.12 INTAKE SCREEN
9.11.3 Screen Rake Blanking Plugs
Refer to Drawing “HJ-362-09-001 Screen Rake
Blanking Plugs”.
Should it be necessary to run the Jet Unit without a
Screen Rake, Blanking Plugs [1] can be fitted in place
of the Port and Starboard Screen Rake Bearings.
To fit the Blanking Plugs, carry out the following
procedure:
1. Remove the Screen Rake as shown in Section
9.11.1“Screen Rake Removal”.
2. Ensure that "O" Ring [2] fitted to the Screen Rake
Blanking Plug [1] is not damaged, cut or
distorted.
3. Liberally coat the shaft of the Blanking Plug with
grease and fit onto Studs [64], refer to Drawings
“HJ-362-01-000 Basic Jet Assemblies Standard
and Dry Run. Sht 1” and “HJ-362-01-000 Basic
Jet Assemblies Standard and Dry Run. Sht 2”.
4. Secure with Spring Washer [4] and Nut [3].
Torque load to the recommended torque.
5. Repeat Items 2 to 4 above to fit the second
Blanking Plug.
9.40
HJ-362
9.12 INTAKE SCREEN
9.12.1 Intake Screen Removal
To remove the Screen from the Intake, carry out
the following actions:-
GRP HULLS (0º AND 5º):—Refer to “HJ-362-08-
001 Installation Details G.R.P. Hulls. Sht 1” and “HJ-
362-08-001 Installation Details G.R.P. Hulls. Sht 2”.
ALUMINIUM HULLS (0º AND 5º):—Refer to “HJ-
362-08-002 Installation Details Aluminium Hulls.
Sht 1” and “HJ-362-08-002 Installation Details Alu-
minium Hulls. Sht 2”.
STEEL HULLS (0º AND 5º):—“HJ-362-08-003 In-
stallation Details Steel Hulls. Sht 1” and “HJ-362-08-
003 Installation Details Steel Hulls. Sht 2”.
1. Whilst supporting the Screen [27], remove the 4
Nuts [73] and Spring Washers [76] from the
Studs [62] securing the front of the Screen to the
underside of the Intake Block.
2. Remove the 4 Nuts [73] and Spring Washers [76]
from the Studs [62] securing the rear of the
Screen to the underside of the Intake Block.
3. Lower the Screen off the Studs [62] and remove
from the vessel for repair, refurbishment.
9.12.2 Intake Screen Re-Fitting
Ensure that the Screen Rake has been re-fitted prior
to fitting the Screen. Refer to Section 9.11.2“Screen
Rake Re-Fitting”.
1. Ensure that the 8 Studs [62] that support the
front and rear of the Screen are securely fitted to
the Intake. If the Studs are loose, refit using
Loctite 262.
2. Offer the Screen up to the 8 Studs [62] on the
front and rear of the underside of the Intake and
secure in position with Spring Washers [76] and
Nuts [73].
3. Tighten to the recommended torque.
R1 A37
 9.13 SERVICING DRAWINGS
R1 A37

HJ-362
9.13 SERVICING DRAWINGS
9 OVERHAUL
9.41

HJ-362-01-000 Basic Jet Assemblies Standard and Dry Run. Sht 1

 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.42
A B C D E F G H Item Kit PartNumber M ovexAlias Qty ProductDescription DrawingNbr A B C D E F G H Item Kit PartNumber MovexAlias Qty ProductDescription DrawingNbr
A HJ36201001 BASE JET STANDARD HJ36201000 A B F 36 110031-1 3 SHIM (0.010)" 110031
B HJ36201004 BASIC JET C/W DRY RUN SHAFT HJ36201000 A B F 37 110031-2 2 SHIM (0.005)" 110031
C 110414 INTAKE KIT HJ36201000 A B F 38 110031-3 1 SHIM (0.002)" 110031
D 112229 TAILPIPE KIT (STD) C/W STST INSERTS 112229 A B D E 39 112568 1 ANODE MOUNTING PLATE 112568
E 112285 TAILPIPE KIT (DRY RUN) C/W STST INSERTS 112229 A B F 40 60236 060236 8 (SPRING) (BEARING PRE-LOAD) 60236
F 110415 BEARING HOUSING KIT HJ362 HJ36201000 A B 41 61530 061530 1 (JET) ROTARY SEALS 2.75" (SS8-H1309CSN-X44) 61530
G 111647 ANODE KIT:-TAILPIPE INTERNAL HM 46101001 A B C 42 63097 063097 1 (LABELS) (MODEL & SERIAL No PLATE) 63097
H 111958 ANODE KIT:-INTAKE INTERNAL HJ362 HJ36201000 A B C 43 63135 063135 1 (LABELS) (PATENT PLATE) 63135
F Ref 103916 2 (STUDS) M ETRIC (316-STST) M 12x64 (24/24) 30639 A B C 44 63610 063610 1 (LABELS) ( WARNING PLATE) 63610
C D E Ref 104867 2 THREADED BUSH 104867 A B 45 64525 064525 1 (SKF) NUTS SPECIAL LOCK NUT (KMTA12) N/A
C Ref 104837 1 STEERING SHAFT BUSH 104837 A B F 46 WAQUACE 201756 1 PLUG 1/4 BSPP (SF 1004) N/A
C Ref 104838 1 SCRAPER HOUSING (Orkot TL) 104838 A B D E 47 HIQUAAG 200937 1 (PLUGS) B.S.P.P. PLUG 1-1/4" BSP SQ HD 316 S.S. N/A
C Ref 61332 061332 1 (SEAL) SCRAPER WYCLIP (62-125) N/A A B F 48 JNODAAL 1 (SKF) BEARINGS ALL TYPES (SKF 22212C) N/A
C Ref 61422 061422 1 (OIL SEALS) Gaco (M IS14)c/w SS Spring N/A A B F 49 JNODAAV 201438 1 (SKF) BEARINGS ALL TYPES (SKF 29412E) N/A
A B D E G 1 111644 6 ANODE INTERNAL 111644 A B F 50 203471 1 SIMRIT SIMMERING BAUMX7 SEAL 80x100x10 VITON (398029) N/A
A B D E 2 103862 1 ANODE 103862 A B F 51 203470 1 SIMRIT SIMMERING BAUMX7 SEAL 90x110x12 VITON (388824) N/A
A B 3 104004 1 DOWEL 5/16" OD 316 STST 103929
A B C 52 WAQUBCC 201759 2 NIPPLE 3/8BSPP-3/8BSPP (SA10100606) N/A
A B D E 4 112228 1 TAILPIPE WITH S.S INSERTS. 112228
A B C 53 WAQUDAC 201767 2 BONDED SEAL 3/8" BSP (400-823-4490-74) N/A
A B D E 5 112228-3 1 STONE BAR - 1/8"dia 316 S.S BAR x 85 long 112228
A B C D E 55 104986 1 (JET) O RINGS SPECIAL INTAKE-TAILPIPE 108975
A B D E 6 104811 1 TAILPIPE FAIRING 104811
A B C 56 108836 1 (JET) O RINGS SPECIAL OIL COOLER COVER 107168
A B F 7 104822 1 BEARING RETAINER PLATE 104822
A B 57 HMHOABD 200941 1 (O RINGS) IMPERIAL 0.13x4.13x4.38 (243N90) N/A
A B F 8 203475 1 SEAL SLEEVE OIL (FRONT) 203475
A B 58 HMHRACD 200981 1 (O RINGS) IMPERIAL 0.13x5.75x6.00 (256N70) N/A
A B F 9 104824 1 BEARING SPACER 104824
A B 59 HMHRACW 200983 1 (O RINGS) IMPERIAL 0.25x6.50x7.00 (439N70) N/A
A B F 10 104825 1 DISTANCE SLEEVE 104825
A B C18 60 JCQHXAH 201279 18 (STUDS) METRIC (316-STST) M8x40 (12/22) 30647
A B 11 104841 1 RETAINER 104841
A B C 61 30661 030661 6 (STUDS) METRIC (316-STST) M8x51 (16/16) 30647
A B 12 104843 1 THRUST COLLAR 104843
A B 13 104844 1 SEAL FACE HOLDER 104844 A B C23 D12 E12 62 30658 030658 24 (STUDS) METRIC (316-STST) M12x54 (22/22) 30639
A B 14 104845 1 IM PELLER KEY 104845 A B C 63 30669 030669 11 (STUDS) METRIC (316-STST) M12x59 (24/24) 30639
A B 15 112288 1 IM PELLER NUT AB2 112288 A B C 64 103916 4 (STUDS) METRIC (316-STST) M12x64 (24/24) 30639
A B 16 104864 1 IM PELLER SEAL 104864 A B D E 65 103927 2 (STUDS) METRIC (316-STST) M12x90 (28/28) 30639
A B 17 110378 1 WATER BEARING SLEEVE 110378 A B C 66 30657 030657 3 (STUDS) METRIC (316-STST) M16x70 (30/30) 30634
A B 18 104879 1 INSPECTION COVER (ROTARY SEAL) 104879 A B C 67 30655 030655 4 (STUDS) METRIC (316-STST) M16x126 (30/30) 30634
A B 19 104880 1 GASKET (ROTARY SEAL INSPECTION COVER) 104880 A B C 68 104848 4 (STUDS) METRIC (SAF-2205) M16x185 (30/30) 30700
A B C 20 203090 1 WEAR RING (Jet Serial No.6626 onwards) 107266 A B C 69 30656 030656 4 (STUDS) METRIC (316-STST) M16x232 (34/34) 30634
A B C 21 104884 1 INSULATOR (WEAR RING) 104884 A B C4 D10 E10 G10 H4 70 JDQSXAC 201330 14 (NUTS) (METRIC NYLOC ST ST 316) M8 N/A
A B 22 104885 1 INSPECTION COVER (M AIN) 104885 A B 71 JAJYXCB 201245 2 (SCREWS) (SET SCREWS) METRIC 316 ST ST Socket M8x10 N/A
A B 23 104924 1 COUPLING NUT AB2 104924 A B C 72 JDQHXAC 201309 24 (NUTS) (METRIC ST ST 316) M8 N/A
A B F 24 203476 1 SEAL SLEEVE OIL (REAR) 203476 A B C23 D14 E14 73 JDQHXAH 201311 37 (NUTS) (METRIC ST ST 316) M12 N/A
A B F 25 104944 1 PRESSURE PLATE 104944 A B C15 74 JDQHXAL 201312 19 (NUTS) (METRIC ST ST 316) M16 N/A
A B 26 105305 1 (Jet) Wood Transport Crate HJ 362 105305 A B C28 D10 E10 G10 75 JEQKXAC 201394 40 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A
A B 27 105894 1 SCREEN (ALM ) (std) 105894 A B C15 D14 E14 76 JEQKXAH 201396 37 (WASHERS) (SPRING) METRIC ST ST 316 M12 N/A
A D 28.1 106266 1 M ARINE WATER BEARING 100x80x210 106264 A B C15 77 JEQKXAJ 201397 19 (WASHERS) (SPRING) METRIC ST ST 316 M16 N/A
B E 28.2 111843 1 BEARING SHELL 111842 A B D E 79 JMNGAAO 201411 1 (HOSE) TAILS 1-1/4" BSP (#BSP-6-HT-032) 316 STST N/A
E 28.3 111844 1 BEARING INNER 111842 A B 80 111429 1 362 LABELS KIT 111420
E 28.4 111845 1 (GENERAL) ROUND CIRCLIP 104201 A B C H 81 111059 2 ANODE INTERNAL 111059
A B F 29 107229 1 BEARING HOUSING 107229 A B C 82 HZQHXBF 201223 4 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M8x55 N/A
A B C 30 107233 1 COVER PLATE (OIL COOLER) 107233 A B C 83 JEOZXAF 201383 4 (WASHERS) (FLAT) METRIC ST ST 316 M8x16x1.2 N/A
A B C 31 108290 1 INTAKE 108290 A B 84 111442 REF PAINT APPLICATION 362 JET (STD) Gloss Finish. 111178
A B C 32 108291 1 INTAKE EXTENSION 108291 A B 85 111548 REF PAINT APPLICATION 362 JET (OPTIONAL) Antifoul Preparation 111178
A B F 33 109048 1 DRAFT TUBE 109048 A B C 86 JAJYXCD 201246 1 (SCREWS) (SET SCREWS) METRIC 316 ST ST Socket M8x16 N/A
A B 34 109050 1 M AINSHAFT 109050 D E 87 109518 4 (STUDS) METRIC (316-STST) M8x41 (16/16) 30647
A B 35 109051 1 COUPLING KEY 109051 A B F 88 WAQUDAB 201766 1 BONDED SEAL 1/4" BSP (400-821-4490-74) N/A

HJ-362
R1 A37

HJ-362-01-000 Basic Jet Assemblies Standard and Dry Run. Sht 2

HJ-362 9 OVERHAUL
9.13 SERVICING DRAWINGS
HJ-362-02-001 Couplings and Belts
R1 A37 9.43
 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.44

PartNumber Qty ProductDescription DrawingNbr

105672 1 (JET) IMPELLERS TYPE (21) - (4 BLADE) 104905
105303 1 (JET) IMPELLERS TYPE (24) - (4 BLADE) 104905
105302 1 (JET) IMPELLERS TYPE (27) - (4 BLADE) 104905
104905 1 (JET) IMPELLERS TYPE (30) - (4 BLADE) As Cast 104905

PartNumber Qty ProductDescription DrawingNbr

105972 1 (JET) IMPELLERS TYPE (33) - (5 BLADE) 105951
108087 1 (JET) IMPELLERS TYPE (34.5) - (5 BLADE) 105951
105971 1 (JET) IMPELLERS TYPE (36) - (5 BLADE) 105951
105951 1 (JET) IMPELLERS TYPE (39) - (5 BLADE) As Cast 105951
107175 1 (JET) IMPELLERS TYPE (40) - (5 BLADE) 105800
106645 1 (JET) IMPELLERS TYPE (41) - (5 BLADE) 105800
105802 1 (JET) IMPELLERS TYPE (42) - (5 BLADE) 105800
111523 1 (JET) IMPELLERS TYPE (44.5)-(5 BLADE) 105800
105801 1 (JET) IMPELLERS TYPE (45) - (5 BLADE) 105800
105800 1 (JET) IMPELLERS TYPE (48) - (5 BLADE) As Cast 105800
105805 1 (JET) IMPELLERS TYPE (51.5) - (5 BLADE) 105805
106140 1 (JET) IMPELLERS TYPE (54.2) - (5 BLADE) 105805

HJ-362
R1 A37

HJ-362-03-001 Impellers
HJ-362 9 OVERHAUL
9.13 SERVICING DRAWINGS
HJ-362-05-000 Dipsticks
R1 A37 9.45
9 OVERHAUL
HJ-362
9.13 SERVICING DRAWINGS
HJ-362-06-004 Blanking Plugs (No Steering)
9.46 R1 A37
R1 A37

HJ-362
A B C D E F Ite m Kit PartNumbe r M ov e xAlias Qty ProductDe scription DrawingNbr
A HJ36206005 STEERING ASSEMBLY JT NO OFFSET 0-15 DEGREE DEADRISE HJ36206005
B HJ36206015 STEERING ASSEMBLY JT PORT OFFSET 16-25 DEGREE DEADRISE HJ36206005
C HJ36206025 STEERING ASSEMBLY JT STBD OFFSET 16-25 DEGREE DEADRISE HJ36206005
D 111257 NOZZLE ASSEMBLY HJ36206005
E 111258 JT STEERING KIT HJ36206005
F 111259 "JT" RETROFIT KIT 362 HJ36206005
F REF 111264 REVERSE CYLINDER ASSEMBLY (JT STEERING) HJ36207005
A B C E F 1 103359 1 ANODE MK3 103359
A B C D E F 2 111166 1 NOZZLE JT STEERING 111166
A B C D2 E F 3 111247 3 BUSH JT STEERING (Orkot TL) 111247
A B C E F 4 111244 2 SLEEVE for PIVOT PIN JT STEERING 111244
A B C D E F 5 104832 1 DEFLECTOR BUSH (STEERING CRANK) 104832
A B C D E F 6 111245 2 PIVOT PIN JT STEERING 111245
A B C F 7 111168 1 STEERING CRANK JT STEERING 111168
A B C F1 8 104835 2 COTTER 104835
A B C F 9 111251 1 STEERING SHAFT JT 111251
A B C 10 104837 1 STEERING SHAFT BUSH 104837
A B C 11 104838 1 SCRAPER HOUSING (Orkot TL) 104838
A B C 12 104840 1 TILLER 104840
A B C 13 104858 2 PLUG (nylon) 104858
A B C F1 14 104908 2 (W ASHER) SPECIAL 104908
A B C 15 61332 061332 1 (SEAL) SCRAPER W YCLIP (62-125) N/A
A B C 16 61422 061422 1 (OIL SEALS) Gaco (MIS14)c/w SS Spring N/A
A B C D1 E F 17 30661 030661 3 (STUDS) METRIC (316-STST) M8x51 (16/16) 30647
A B C D E F 18 HYQHXEH 201150 2 (BOLTS) (METRIC) ST ST 316 M10x90 N/A
A B C D1 E F 19 JDQHXAC 201309 3 (NUTS) (METRIC ST ST 316) M8 N/A
A B C D E F 20 JDQSXAE 201331 2 (NUTS) (METRIC NYLOC ST ST 316) M10 N/A
A B C E F1 21 JDQHXAH 201311 12 (NUTS) (METRIC ST ST 316) M12 N/A
A B C D1 E F 22 JEQKXAC 201394 3 (W ASHERS) (SPRING) METRIC ST ST 316 M8 N/A
A B C D2 E F1 23 JEQKXAH 201396 12 (W ASHERS) (SPRING) METRIC ST ST 316 M12 N/A
A B C D E F 24 111248 2 THRUST W ASHER JT STEERING (nyloil) 111248
A B C E F 25 111165 1 NOZZLE HOUSING JT STEERING 111165
A B C E F 26 111167 1 NOZZLE INSERT JT STEERING 111167
A B C D E F 27 111246 2 BEARING SHELL for PIVOT PIN BUSH JT STEERING 111246
A B C E F 28 111249 1 BEARING SHELL for STEERING SHAFT BUSH JT STEERING 111249
A B C D E F 29 111252 2 LIP SEAL JT STEERING 111252
A B C D E F 30 30798 030798 8 (SCREW S) (CAPSCREW S) METRIC ST ST 316 Socket Hd M6x25 N/A
A B C D E F 31 JEOZXAD 201382 8 (W ASHERS) (FLAT) METRIC ST ST 316 M6x12.5x1.0 N/A
A B C D E F 32 JEQKXAA 201392 8 (W ASHERS) (SPRING) METRIC ST ST 316 M6 N/A
A B C E F 33 30658 030658 10 (STUDS) METRIC (316-STST) M12x54 (22/22) 30639
A B C D E F 34 102185 1 ANODE 102185

9.13 SERVICING DRAWINGS

9 OVERHAUL
9.47

HJ-362-06-005 Steering Assembly General Arrangement. Sht 1

 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.48

HJ-362
R1 A37

HJ-362-06-005 Steering Assembly General Arrangement. Sht 2

R1 A37

HJ-362
9.13 SERVICING DRAWINGS
9 OVERHAUL
9.49

HJ-362-06-005 Steering Assembly General Arrangement. Sht 3

 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.50

Item Part Nbr Qty ProductDescription Drawing Nbr

1 106328 1 BLANKING PLATE (REVERSE JACK) 106328
2 HZQHXBA 4 HEX HEAD MACHINE SCREW M8x30 N/A
3 JEQKXAC 4 SPRING WASHER M8 N/A

HJ-362
R1 A37

HJ-362-07-002 Blanking Plate (No Reverse)

HJ-362 9 OVERHAUL
9.13 SERVICING DRAWINGS
HJ-362-07-005 Reverse Assembly. Sht 1
R1 A37 9.51
9 OVERHAUL
HJ-362
9.13 SERVICING DRAWINGS
HJ-362-07-005 Reverse Assembly. Sht 2
9.52 R1 A37
R1 A37

HJ-362
9.13 SERVICING DRAWINGS
A B C D Code Item Part Nbr Qty ProductDescription Drawing Nbr
4 1 105928 2 BLANKING PLUG 105928
4 2 HMHRAAZ 2 `O' RING 0.13"x1.75"x2.00" (224N70) N/A

9 OVERHAUL
4 3 JDQHXAH 4 NUT M12 N/A
4 4 JEQKXAH 4 SPRING WASHER M12 N/A
9.53

HJ-362-09-001 Screen Rake Blanking Plugs

9 OVERHAUL
HJ-362
9.13 SERVICING DRAWINGS
HJ-362-09-002 Screen Rake Assembly
9.54 R1 A37
R1 A37

HJ-362
A B C D Code Item Part Nbr Qty ProductDescription Drawing Nbr
3 1 107298 1 DRAIN CONNECTOR 107298
3 2 107866 1 OVERFLOW PREVENTOR 107866
2 3 63825 1 DRAIN BUNG-NATRA N/A
2 4 JMNGAAS 1 NEUT-CURE RTV SILICONE 75G N/A
3 5 HZQHXAY 3 HEX HEAD MACHINE SCREW M8x20 N/A
3 6 JDQKXAJ 1 NUT M16 THIN N/A
3 7 JEOZXAF 3 FLAT WASHER M8x16x1.2 N/A
3 8 JEOZXAM 2 FLAT WASHER M16 N/A

9.13 SERVICING DRAWINGS

9 OVERHAUL
9.55

HJ-362-10-001 Overflow Preventer

9 OVERHAUL
HJ-362
9.13 SERVICING DRAWINGS
HJ-362-11-000 Tools Kits. Sht 1
9.56 R1 A37
HJ-362 9 OVERHAUL
9.13 SERVICING DRAWINGS
HJ-362-11-000 Tools Kits. Sht 2
R1 A37 9.57
 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.58
A B C D E F Item Kit PartNumber MovexAlias Qty ProductDescription DrawingNbr
A 104933 1 SERVICE TOOLS KIT (ELBE 0.119/0.120 & GWB 687.45/687.55) HJ36211000
B 106122 1 SERVICE TOOLS KIT (HARDY SPICER 1810) HJ36211000
C 203469 SERVICE TOOLS KIT (GWB 687.65) DIA 225 FLANGE HJ36211000
D 110496 1 SERVICE TOOLS KIT (AQUA DRIVE 20600-CV42) HJ36211000
E 110497 1 SERVICE TOOLS KIT (HARDY SPICER 1880) HJ36211000
A B C D E F 203573 OIL SEAL INSERTION TOOL 203573
A B C D E 1 104935 1 IMPELLER PULLER 104935
A 2.1 112456 1 MULTI SCREW COUPLING PULLER FOR VARIOUS JETS 112456
B D 2.2 112407 1 MULTI SCREW COUPLING PULLER FOR VARIOUS JETS 112407
E 2.3 112460 1 MULTI SCREW COUPLING PULLER (248 COUPLINGS) 112460
C 2.4 112400 1 COUPLINGS). 112400
A B C D E 3 HYIXXHP 201102 1 (BOLTS) (METRIC) MILD STEEL H/TENSILE GR88 (ZP) M24x75 N/A
A 4.1 104938 1 TORQUE ARM (ELBE & GWB COUPLINGS) 104938
B 4.2 106080 1 TORQUE ARM (HARDY SPICER COUPLING) 106080
D 4.3 110795 1 TORQUE ARM (AQUA DRIVE 20600-CV32-CV42 COUPLING) 110492
E 4.4 110494 1 TORQUE ARM (HARDY SPICER COUPLING) 110494
C 4.5 105855 1 TORQUE ARM - 225 & 250 COUPLINGS. 105855
A B C D E 9 106908 1 ROTARY SEAL FITTING SLEEVE (Acetal) 106908
A B C D E 10 111643 1 BEARING NUT SPANNER (SKF KMTA12) 111643
A B C D E 11 109520 1 WATER SEAL FORK 109520
A B C D E 16 63625 063625 1 (JET) PACKAGING CARTON 278x278x170 N/A
A B C D E 17 JMNGAAP 201412 1 (SOCKETS) TOOLS A/F 50mm 3/4" SQ. DRIVE (SOCKET) N/A
B 18 HYQHXDW 201142 2 (BOLTS) (METRIC) ST ST 316 M10x40 N/A
A 19 HZQHXCN 201232 2 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M12x80 N/A
A6 C 2 E 20 HYQHXIS 201163 8 (BOLTS) (METRIC) ST ST 316 M16x75 N/A
B 21 JDPVYAE 201304 8 (NUTS) (METRIC MILD STEEL) M10 (GR88) (ZP) N/A
A 22 JDPVYAH 201305 8 (NUTS) (METRIC MILD STEEL) M12 (GR88) (ZP) N/A
A C E 23 JDPVYAL 201306 8 (NUTS) (METRIC MILD STEEL) M16 (GR88) (ZP) N/A
A2 2 D E2 24 HYQHXIO 201161 8 (BOLTS) (METRIC) ST ST 316 M16x60 N/A
B 25 HYQHXEC 201146 8 (BOLTS) (METRIC) ST ST 316 M10x70 N/A
A 26 HYQHXFW 201155 8 (BOLTS) (METRIC) ST ST 316 M12x65 N/A
C 27 HYQHXIT 201164 2 (BOLTS) (METRIC) ST ST 316 M16x80 N/A
B 28 JEOZXAI 201384 8 (WASHERS) (FLAT) METRIC ST ST 316 M10x21x1.2 N/A
A 29 JEOZXAK 201385 8 (WASHERS) (FLAT) METRIC ST ST 316 M12x24x1.6 N/A
A C D E 30 JEOZXAM 201386 8 (WASHERS) (FLAT) METRIC ST ST 316 M16 N/A
31 112401 1 FORCING BAR for MULTI SCREW COUPLING PULLER 112400
A B C D E 32 112408 1 FORCING BAR FOR MULTI SCREW COUPLING PULLER 112408
D 33 112409 1 38mm FORCING BAR SPACER FOR AQUADRIVE COUPLING 112408
A B C D E 34 30855 030855 8 M12x55 N/A
D 35 JBJYXAJ 201262 1 (SCREWS) (CAPSCREWS) METRIC ST ST 316 Socket Hd M6x20 N/A
F 36 108139 1 HANDLE - SEAL PRESS TOOL 108139
F 37 203572 1 PRESS PLATE 203573
F 38 108195 1 CAP - SEAL PRESS TOOL 108195
F 39 HZQBYCA 201210 1 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M12x30 N/A
A 40 HYQHXFT 201153 2 (BOLTS) (METRIC) ST ST 316 M12x50 N/A
D 41 30763 030763 2 (BOLTS) (METRIC) ST ST 316 M16x45 N/A

HJ-362
R1 A37

HJ-362-11-000 Tools Kits. Sht 3

HJ-362 9 OVERHAUL
9.13 SERVICING DRAWINGS
61530 Rotary Seal (Eagle) for HJ-362 Jet
R1 A37 9.59
 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.60

HJ-362
R1 A37

82206 Impeller Blade Dressing Instructions & Balancing Information. Sht 1

R1 A37

HJ-362
9.13 SERVICING DRAWINGS
9 OVERHAUL
9.61

82206 Impeller Blade Dressing Instructions & Balancing Information. Sht 2

 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.62

HJ-362
R1 A37

82206 Impeller Blade Dressing Instructions & Balancing Information. Sht 3

R1 A37

HJ-362
9.13 SERVICING DRAWINGS
9 OVERHAUL
9.63

82206 Impeller Blade Dressing Instructions & Balancing Information. Sht 4

9 OVERHAUL
HJ-362
9.13 SERVICING DRAWINGS
85018 Recommendations for Lubricants & Oils
9.64 R1 A37
R1 A37

HJ-362
9.13 SERVICING DRAWINGS
9 OVERHAUL
9.65

85080 Aluminium Weld Procedure for Hamilton Jet Installation or Repair

 9.13 SERVICING DRAWINGS
9 OVERHAUL
9.66

HJ-362
R1 A37

85113 Recommendations for Nut and Locking Screw Tightening Torques

 Appendix

• SUPPLEMENTARY TECHNICAL INFORMATION

 HJ-362 Appendix

Conversion Chart
TORQUE
1 pound foot = 1.3558 newton metres 1 newton metre = 0.7375 pounds foot.
DISTANCE
1 inch = 2.54 centimetres 1 millimetre = 0.03937 inches
1 foot = 0.3048 metre 1 metre = 3.2808 feet
1 mile =1.609 kilometres
1 nautical mile = 1.8532 kilometre 1 kilometre = 0.6214 mile
1 kilometre = 0.539 nautical mile
SURFACE or AREA
1 square inch = 6.4516 square centimetres 1 square centimetre = 0.1550 square inch
1 square foot = 929.03 square centimetres 1 square metre = 10 .76 square feet
POWER
Horsepower Kilowatts
1 Horsepower = 0.7457 Kilowatts 1 Kilowatt = 1.341 Horsepower
1 Horsepower (Metric) = 0.7355 Kilowatts 1 Kilowatt = 1.3596 Metric Horsepower
FORCE
I kilonewton = 224.86 pounds force 1 pound force = 4.448 newtons
WEIGHT
1 ounce = 28.35 grams 1 gram = 0.0353 ounce
1 pound = 0.4536 Kilograms 1 kilogram = 2.205 pounds
1 Tonne = 2205 pounds

TEMPERATURE LIQUID MEASURE (IMPERIAL)

Farenheit Celsius 1 pint = 0.5506 litre
1 gallon = 4.546 litres
248 °F 120 °C 1 (UK) gallon = 1.201 (US) gallon
212 100 1 litre = 0.2199 (UK) gallons
176 80
140 60
104 40 LIQUID MEASURE (U.S.)
95 35 1 pint = 0.473 litre
86 30 1 gallon = 3.785 litres
77 25
68 20
59 15
50 10
41 5
32 0
Fahrenheit to Celsius: Celsius to Fahrenheit:
Subtract 32, then multiply by 5/9. Multiply by 9/5, then add 32

SPEED
1 mile per hour = 0.8690 knots
1 kilometre per hour = 0.5396 knots
1 knot = 1.8532 kilometres per hour
PRESSURE
1 pound /inch 2 = 0.0689 bar
1 pound / foot 2 = 4.8824 kilogram / metre 2
1 pound /inch 2 = 6.895 Kilopascal
1 Newton/millimetre2 = 145.04 pounds/square inch
1 mile per hour = 1.609 kilometres per hour
1 kilometre per hour = 0.621 miles per hour
1 knot = 1.151 miles per hour
1 bar = 14.5038 pound / inch 2
1 kilogram / metre 2 = 0.2048 pound / foot2
1 Kilopascal = 0.145 pound /inch 2
1 bar = 100 kilopascal

R1 A37 A.1
Appendix HJ-362

A.2 R1 A37
 HJ-362 Appendix

Loctite Application Guide

R1 A37 A.3
Appendix HJ-362

A.4 R1 A37
 HJ-362 Appendix

R1 A37 A.5
Appendix HJ-362

A.6 R1 A37
 HJ-362 Appendix

INSTALLATION CHECKS
1. Jet Unit: Mounting:

Item
Check to be Carried Out Completed
No.

1.1 Check the Intake Block is flush with the exterior of the Hull bottom.

1.2 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 posi-
tion of any through Hull penetrations or strakes around the Jet area, for use
when commissioning the Jet Unit.
1.3 Inspect the Intake Base Flange for obvious distortion or gaps between the
Intake base Flange and the Hull.

1.4 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.
1.5 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.
1.6 For Steel Hulls check that the Jet Unit is insulated from the Hull (Refer to the
drawings and the "Corrosion" Section of the Product Manual).

1.7 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).
1.8 Check that the Hull Trim Tabs (if fitted) will not interrupt the reverse flow
(Refer to the Design Basics Section in the Product Manual).

Remarks:

R1 A37 A.7
Appendix HJ-362

2. Jet Unit: General:

Item
Check to be Carried Out Completed
No.

2.1 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.
2.2 Check that all Anodes are in place and have not been painted over. (Refer to
the Anode Location drawings shown in the Product Manual).

2.3 If antifouling has been applied to the Jet casing ensure it is compatible with
aluminium (i.e. not copper based).

2.4 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.
2.5 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.
2.6 Check that the Water Offtake Hoses (when fitted) are appropriately and
securely fitted.

2.7 Check that any unused Water Offtakes are plugged.

2.8 Check that the Bearing Housing has been filled with grease as shown in the
Initial Bearing Housing Re-Assembly Section.

Remarks:

A.8 R1 A37
 HJ-362 Appendix

3. Jet Systems: Steering:

Item
Check to be Carried Out Completed
No.

3.1 For Jet Units with Tiller type Steering (e.g. HM-422) 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).
3.2 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 move-
ment).
• 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).
Remarks:

R1 A37 A.9
Appendix HJ-362

4. Drive Shaft:

Item
Check to be Carried Out Completed
No.

4.1 Ensure driveline details have been approved by CWF Hamilton & Co Ltd.

4.2 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.
4.3 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.
Remarks:

A.10 R1 A37
 HJ-362 Appendix

COMMISSIONING CHECKS
Refer to relevant Controls Product Manual for commissioning of the Controls System.

1 Pre Launch Checks

Item
Checks to be Carried Out Completed
No.

1.1 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).
1.2 Check that all the Jet Unit inspection covers are correctly fitted and secured.

1.3 Check that all the Anodes have been fitted and that they have not been
painted over. Refer to Anode Location Drawing.

1.4 If the Steering Assembly, Tailpipe or Reverse Duct have been removed dur-
ing jet installation, check that all fasteners securing these items have been
torqued correctly.
Remarks:

2. Post Launch Checks:

Item
Checks to be Carried Out Completed
No.

2.1 Check for water leaks at the Transom Seal, Intake base, and from under the
Bearing Housing (Water Seal leaking).

R1 A37 A.11
Appendix HJ-362

2. Post Launch Checks:

Item
Checks to be Carried Out Completed
No.

2.2 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 Prod-
uct Manual).
2.3 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.

Ensure that all Bearing Housings

are correctly filled with the correct
amount and grade of oil. if this is
not done, then damage will occur
CAUTION
to the Jet Unit.

2.4 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 Hous-
ing and checking for oil flow.
2.5 Check the JHPU oil level and replenish as required.

Remarks:

A.12 R1 A37
 HJ-362 Appendix

3 Engine Running Checks (Vessel Moored):

Item
Checks to be Carried Out Completed
No.

3.1 The Water 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
3.2 Ensure the vessel is securely moored fore and aft and in deep clean water.

3.3 With the Reverse Controls set to "Zero Speed", the engine(s) may be
started and the engine suppliers representatives can carry out engine
checks.
3.4 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. Periodi-
cally 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.
CAUTION

3.5 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.
3.6 Check for water leaks around the Jet Unit while the engine is running par-
ticularly under the Bearing Housing (Mainshaft Water Seal).

R1 A37 A.13
Appendix HJ-362

3 Engine Running Checks (Vessel Moored):

Item
Checks to be Carried Out Completed
No.

3.7 Check that the Jet Unit and Driveshaft are running smoothly (no vibration).

3.8 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
3.9 Check that the Reverse Controls are working by monitoring the Reverse
Duct position while moving the Reverse Control Lever(s).

3.10 Check that the Steering Controls are working by monitoring Steering Nozzle
position while moving the Helm. (Check that port helm gives port Nozzle deflec-
tion, starboard helm gives starboard Nozzle deflection and that all Nozzles are
steering in the same direction).
3.11 Check that steering travel is limited by the hydraulic Steering Cylinder and
not the Steering Linkage. (For Jet Units fitted with Steering Cylinders and Link-
ages).
3.12 After stopping the engine, check that the Main Bearing and JHPU oil levels
and replenish if required.

Remarks:

A.14 R1 A37
 HJ-362 Appendix

4 Vessel Trial:

Item
Checks to be Carried Out Completed
No.

4.1 Leave the mooring and check that the steering is operating correctly at
"Forward Speed", at "Zero Speed" and going "Astern".

4.2 Observe the jet stream when going "Dead Ahead" at speed to ensure that it
is relatively clean with an even shape.

4.3 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").
4.4 Periodically check the Bearing Housing temperature and record the temper-
ature 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.
4.5 If practical check the Driveshaft Coupling joint temperatures (if fitted).
Increased joint temperature may indicate Driveshaft misalignment.

4.6 Periodically check the hydraulic oil temperature at the oil. Record the tem-
perature reading after a sustained run at cruising speed and after a period
of vessel manoeuvring.
4.7 Record maximum speed (using GPS) and engine revolutions (strong cur-
rents 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.
4.8 Record vessel speed at varying engine revolutions if possible.

4.9 Record observations on vessel trim, loading, etc.

Remarks:

R1 A37 A.15
Appendix HJ-362

5. After Initial Trials:

Item
Checks to be Carried Out Completed
No.

5.1 Refer to the Maintenance Section of the Product Manual for any servicing
that may be required on completion of trials.

5.2 For Steel Hulls check that the Jet Unit is insulated from the Hull. The resist-
ance 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.
5.3 Check for water leaks at the Transom Seal, Intake Base, and from under the
Bearing Housing (Water Seal leaking).

Remarks:

A.16 R1 A37
 HJ-362 Appendix

6 Jet Unit Trials & Commissioning Data:

Commissioning Commissioning
Engineer: Date:
Vessel Description: Hamilton Jet
Project Number:
Vessel Displacement: Jet Units
Serial Number(s):
Jet Model(s): Gearbox Ratio:
Impeller Rating: Engine Power &
RPM:
Engine Model:

6.1. Temperature Readings (Driveshaft Joints, Bearing Housing, Hydraulics (If Fitted)

Temperature: Location and Comments:

6.2. Speed Trial Readings:

Engine
Vessel Speed: Comments (Loading, Sea Conditions etc):
Speed:

R1 A37 A.17
Appendix HJ-362

Comments:

A.18 R1 A37
 HJ-362 Appendix

KMT NUT: FITTING & REMOVAL

INSTRUCTIONS
Technical Data:

MATERIAL; High Strength Steel.

FINISH: Phosphated and Saturated with Oil.
LOCKING SCREWS; P6SS ISO/DIN 913, Grade 12.9.
LOCKING PINS Hard Drawn Brass.
THREAD TOLERANCE 5H, ISO 965/3
Recommended Shaft Thread Tolerance: 6g.

General:
The KMT Nut is quite simple to fit, as each Nus 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 Adjust-
able Spanners may be used.
The KMT Nut can be locked in position by means of the 3 Locking Screws are 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 Nm (4ft/lbs).
Removing the KMT Nut:
To remove the KMT Nut, partially withdraw the 3 Locking Screws located around the circumference of the
Nut.
Because the brass Locking pins are a force fit onto the Shaft and do not easily release from the threads of the
Shaft, they have to 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 and so access to the nut is restricted.
To overcome this problem, a long bar may be used by placing the one end of the bar in the vicinity of the
Locking Screw and lightly striking the opposite end of the bar with a suitable hammer until the locking Pins
are released. 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

R1 A37 A.19
Appendix HJ-362

TAP HERE TO RELEASE

THE LOCKING PINS

ROUND BAR

LOCKING SCREW &

LOCKING PINS

KMT NUT

View of KMT Nut

A.20 R1 A37
Notes
 Hamilton Jet is an international company committed to meeting their customer’s needs through the
production of waterjet propulsion systems of the highest standards. Dedicated to waterjet propulsion.
Hamilton Jet is globally represented by an extensive support network.

World Headquarters European Office American Office

C.W.F. Hamilton & Co Ltd
P.O. Box 709 Christchurch
New Zealand
Phone: +64 3 962 0530
Fax +64 3 348 6969
E-Mail: marketing@hamjet.co.nz
Web: www.hamiltonjet.co.nz
Hamilton Jet (U.K.) Ltd
Unit 4a
The Birches Industrial Estate
East Grinstead West Sussex
RH19.1XZ United Kingdom
Phone +44 1342 313 437
Fax +44 1342 313 438
E-Mail: info@hamjetuk.com
Hamilton Jet Inc.
1111 N.W. Ballard Way
Seattle, WA 98107
Phone: +1 206 784 8400
Fax: +1 206 783 7323
E-Mail: marketing@hamiltonjet.com
Web: www.hamiltonjet.com

MEMBER OF THE C.W.F. HAMILTON GROUP