Product Manual Change Summary

Manual Type HJ241

Part Number 089241
Revision R3 30/11/03
Amendment A23 17/03/09

The following changes are included in this amendment

• _Statement "Leave all stainless steel parts polished and unpainted" removed from manual.
• _
• _
• _
• _
• _
• _
• _
• _
• _
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www.hamiltonjet.co.nz

Installation and Service Manual

HJ241
Jet Unit Manual

R3A23
 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

Manual Type HJ241

Part Number 089241
Revision R3 30/11/03
Amendment A23 17/03/09
HJ-241 / HSRX

Cover Page

MARINE PROPULSION UNITS

Product Manual

MODEL HJ-241

Jet Type HJ-241

Controls HSRX
Part Number 89241
Revision R3 30/11/03
Amendment A22 05/12/08
INTRODUCTION HJ-241 / HSRX

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.

NOTE:
This Manual now contains all relevant Installation,
Maintenance and Overhaul information and all
associated Reverse Controls Drawings for the HSRX
Reverse System.

ii
HJ-241 / HSRX INTRODUCTION
CONTENTS

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

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 THE HAMILTON HSRX REVERSE SYSTEM................................................. 1.5
1.3 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............................................................. 2.4
2.4.1 Low Speed Manoeuvering and Docking ............................................2.4
2.4.2 Moving Sideways .............................................................................2.4
2.5 CRUISING ................................................................................................. 2.6
2.6 SHALLOW WATER OPERATION ................................................................ 2.6
2.7 ACCELERATION TO HIGH SPEED.............................................................. 2.7
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 OPERATING WITH AN ENGINE AND JET UNIT OUT OF SERVICE........... 2.8
2.11 HSRX REVERSE SYSTEM ......................................................................... 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
3.3 DRIVELINES .............................................................................................. 3.7
3.3.1 Requirement of the Driveline ............................................................3.7
3.3.2 Engineering Checks ..........................................................................3.7
3.3.3 Drive Shaft Options ..........................................................................3.8
3.3.4 Universal Driveshaft Alignment ........................................................3.9
3.3.5 Jet Coupling Flange Details .............................................................3.11
3.3.6 Moments of Inertia .........................................................................3.11
3.3.7 Critical Speed of Mainshaft ............................................................3.11
3.4 JET MAINSHAFT ALIGNMENT................................................................. 3.12
3.5 WATER OFF-TAKE.................................................................................. 3.13
3.6 HSRX REVERSE SYSTEM DESCRIPTION .................................................. 3.14
3.6.1 Basic Hydraylic Circuit ...................................................................3.14
3.6.2 Layout of Components ...................................................................3.14
3.6.3 Scope of Supply .............................................................................3.14
3.7 ENGINE LOCATION & MOUNTING ......................................................... 3.15
3.7.1 General ..........................................................................................3.15
3.7.2 Mounting .......................................................................................3.15
3.7.3 Cooling ..........................................................................................3.15
3.7.4 Engine Systems ..............................................................................3.15
3.7.5 Exhaust Systems ............................................................................3.16
3.7.6 Governor Settings ...........................................................................3.16

iii
INTRODUCTION HJ-241 / HSRX
C ONTENTS

3.8 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA) ............. 3.17
3.8.1 Installation .................................................................................... 3.17
3.8.2 Corrosion ...................................................................................... 3.17
3.8.3 Scope of Use ................................................................................. 3.17
3.8.4 Fault Finding ................................................................................. 3.18
3.8.5 Maintenance ................................................................................. 3.18
3.8.6 Parts List ....................................................................................... 3.19

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 ............................................................................................ 4.3
4.1.7 In Service Checks ............................................................................ 4.4
4.1.8 Anti Fouling Paint ............................................................................ 4.4
4.1.9 Anti Seize Compound ...................................................................... 4.4
4.1.10 Impressed Current Protection ........................................................ 4.5
4.2 ALUMINIUM, G.R.P. AND WOOD HULLS (OTHER THAN STEEL OR CARBON FI-
BRE) .................................................................................................................... 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 ................................................................................................................ 4.6

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 Hull ......................................................... 5.2
5.2.2 Transom Preparation ...................................................................... 5.3
5.3 EQUIPMENT PREPARATION..................................................................... 5.3
5.3.1 Steering Components ...................................................................... 5.3
5.3.2 Reverse Components ....................................................................... 5.3
5.3.3 Removal of Other Parts ................................................................... 5.4
5.4 MOUNTING THE JET UNIT ...................................................................... 5.4
5.4.1 Mounting the Jet Unit to the Hull ..................................................... 5.5
5.4.2 Assembly of the Transom Plate to the Hull ...................................... 5.5
5.5 FINAL ASSEMBLY ..................................................................................... 5.6
5.5.1 Reverse Cylinder Fitting ................................................................... 5.6
5.5.2 Reverse Duct Fitting ........................................................................ 5.6
5.5.3 Re-Fitting the Steering Components ................................................ 5.6
5.5.4 Assembling the Jet Steering Tillers ................................................... 5.7
5.5.5 Centering the Jet(s) Steering ............................................................ 5.7
5.6 DRIVELINE AND ENGINE INSTALLATION ................................................ 5.8
5.6.1 Mounting the Engine ....................................................................... 5.8
5.6.2 Engine Cooling ................................................................................ 5.8
5.6.3 Engine Systems ............................................................................... 5.9
5.6.4 Exhaust Systems ............................................................................. 5.9
5.6.5 Governor Settings ............................................................................ 5.9
5.7 INSTALLATION CHECKS FOR THE JET UNIT .......................................... 5.10
5.8 INSTALLING THE HSRX REVERSE SYSTEM ............................................ 5.11
5.8.1 Remote Operating Systems ............................................................ 5.11
5.8.2 Cable Installation .......................................................................... 5.11
5.8.3 Reverse Control Lever Adjustment ................................................. 5.12
5.8.4 Alternative Remote Operating Systems .......................................... 5.12

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 .................................................. 6.3
6.5 AFTER INITIAL TRIALS (AFTER ENGINE SHUT DOWN)............................ 6.3

iv
HJ-241 / HSRX INTRODUCTION
CONTENTS

Part C 7 Fault Finding ................................................................... 7.1

Servicing Information 7.1 JET UNIT FAULTS ..................................................................................... 7.1
7.2 REVERSE SYSTEM FAULTS ....................................................................... 7.4
7.3 STEERING SYSTEM FAULTS...................................................................... 7.8

8 Maintenance .................................................................. 8.1

8.1 GENERAL .................................................................................................. 8.1
8.2 PRESERVATION: (PRE-INSTALLATION) .................................................... 8.1
8.3 PRESERVATION: (POST-INSTALLATION) .................................................. 8.2
8.4 SERVICING INTERVALS............................................................................. 8.3
8.4.1 Servicing Intervals (Jet) .....................................................................8.3
8.4.2 Servicing Intervals (Hydraulic Reverse System) ................................8.4
8.4.3 Daily “Pre Use” Servicing Checks .....................................................8.5
8.5 SERVICING DETAILS ................................................................................. 8.6
8.5.1 Jet Unit Servicing Details ..................................................................8.6
8.5.2 HSRX Controls Servicing Details .....................................................8.11
8.6 TOOLS .................................................................................................... 8.15
8.6.1 Standard Recommended Tools .......................................................8.15
8.6.2 Special Tools ..................................................................................8.15
8.7 THREADED FASTENERS.......................................................................... 8.15
8.8 RECOMMENDED OILS AND LUBRICANTS............................................... 8.16

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 ................................................................9.3
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................................... 9.9
9.4.1 Steering Cylinder Removal ...............................................................9.9
9.4.2 Steering Shaft Removal .....................................................................9.9
9.4.3 Nozzle Assembly Removal .............................................................9.10
9.4.4 Nozzle Assembly Overhaul ............................................................9.11
9.5 STEERING ASSEMBLY RE-FITTING ......................................................... 9.14
9.5.1 Nozzle Assembly Re-Fitting ...........................................................9.14
9.5.2 Re-Assemble the Nozzle / Nozzle Housing to the Tailpipe .............9.15
9.5.3 Steering Shaft Re-Fitting .................................................................9.15
9.5.4 Steering Cylinder Re-Fitting ............................................................9.16
9.5.5 Steering Linkages Adjustment .........................................................9.16
9.5.6 Steering Cylinder / Control Cable Connect .....................................9.16
9.6 BEARING HOUSING ASSEMBLY OVERHAUL ........................................... 9.17
9.6.1 Water Seal Removal .......................................................................9.18
9.6.2 Water Seal Replacement and Re-Fitting .........................................9.19
9.6.3 Re-Assembly of the Bearing Housing ..............................................9.20
9.7 TAILPIPE AREA - OVERHAUL .................................................................. 9.21
9.7.1 Impeller - Checking for Wear .........................................................9.21
9.7.2 Tailpipe Area - Dismantling ...........................................................9.21
9.7.3 Inspection of the Tailpipe Marine Bearing and Wear Ring ..............9.22
9.7.4 Wear Ring and Insulator Removal and Replacement ......................9.22
9.7.5 Impeller Area - Overhaul ................................................................9.24
9.7.6 Impeller Overhaul ..........................................................................9.24
9.7.7 Tailpipe Overhaul ..........................................................................9.25
9.7.8 Tailpipe Area Re-Assembly ............................................................9.26
9.8 TRANSOM PLATE ASSEMBLY OVERHAUL............................................... 9.27
9.8.1 Transom Plate Removal .................................................................9.27
9.8.2 Transom Plate Re-Fitting ................................................................9.27
9.9 HATCH EXTENSION (OPTIONAL EXTRA)................................................ 9.28
9.9.1 Hatch Extension Fitting. .................................................................9.28
9.9.2 Hatch Extension Removal. ..............................................................9.28
9.10 SCREEN RAKE ASSEMBLY OVERHAUL (IF FITTED) ............................... 9.29
9.10.1 Screen Rake Removal ...................................................................9.29

v
INTRODUCTION HJ-241 / HSRX
C ONTENTS

9.10.2 Screen Rake Re-Fitting ................................................................ 9.30

9.10.3 Screen Rake Blanking Plugs ......................................................... 9.30
9.10.4 Screen Removal ........................................................................... 9.31
9.10.5 Screen Re-Fitting ......................................................................... 9.31
9.11 HSRX HYDRAULIC REVERSE SYSTEM .................................................. 9.31
9.11.1 Removal of the Pump Assembly from the Jet Unit ........................ 9.31
9.11.2 Re-Fitting the Pump Assembly to the Jet Unit .............................. 9.32
Appendix A-1 CONVERIONS.......................................................................................... A.1
A-2 LOCTITE APPLICATION GUIDE................................................................ A.2
A.2.1 General Practice .............................................................................. A.2
A.2.2 Primers, Activators and Accelerators ............................................... A.2
A.2.3 Equivalents ..................................................................................... A.2
A-3 INSTALLATION CHECKS ........................................................................ A.13
A-4 COMMISSIONING CHECKS .................................................................... A.17
A-5 .............................................................................................................. A.25
A-6 LUBRICATION CHART ........................................................................... A.26
A-7 .............................................................................................................. A.27
Drawings

vi
HJ-241 / HSRX INTRODUCTION

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

vii
INTRODUCTION HJ-241 / HSRX

viii
 HJ-241 / HSRX INTRODUCTION

Limited Warranty
Terms of Coverage
C.W.F. Hamilton & Co. Ltd. (Hamilton Jet) warrants to the original purchaser that each new Hamilton Jet
Product is free from defects in material and workmanship under normal use and service for the Warranty
Period.
• In the event that a warranted defect in material or workmanship is disclosed to Hamilton Jet within
the Warranty Period, Hamilton Jet's obligation is limited to, at its option, repairing or replacing the
defective Product, or component part at its factory or such other location as may be designated by
Hamilton Jet.
• Defective Products shall be returned to Hamilton Jet or its authorised service representative for
inspection with transportation charges prepaid by the purchaser to the location specified by
Hamilton Jet.
• This Warranty only applies where the Product is shown, to the satisfaction of Hamilton Jet, to be
defective in material or workmanship during the Warranty Period.
• Hamilton Jet will supply parts required for Warranty repairs free of charge and pay reasonable
authorised labour costs.
• To the extent permitted by law, this Warranty sets out the original purchaser's exclusive remedies
with respect to the Product covered by this Warranty. In the event that Hamilton Jet determines it is
unable to repair or replace any component part(s) found to be defective in materials and/or
workmanship, Hamilton Jet's Warranty liability shall be limited to payment by Hamilton Jet to the
original purchaser of an amount not to exceed the value of the defective part(s), together with
shipping charges, if any, incurred.
• All Products removed or replaced under the Warranty shall become the property of Hamilton Jet.
• All Warranty claims shall be lodged with Hamilton Jet or its authorised distributor.

Warranty Period
• The Warranty Period for Hamilton Jet Products is limited to a period of twenty-four (24) months from
the date of original shipment from the Hamilton Jet factory, or twelve (12) months from the vessel
launch date, whichever occurs first.

Limitation of Liability
• This Warranty is extended only to the original purchaser, and is not transferable to or assignable to
any other person or entity, and does not extend to future performance.
• In no event will Hamilton Jet, its distributors, or affiliates be liable for any incidental, punitive or
consequential losses, inconveniences, damages or other costs resulting directly or indirectly from
any defect in the Product covered by this Warranty, including, but not limited to, loss of use, revenue
or profit.
• Hamilton Jet reserves the right to change its Product through changes in design or materials without
obligation to incorporate such changes in any Products previously manufactured, but any
improvement or changes may be incorporated in replacement Product.

This Warranty does not extend to failures, damages or defects resulting from the following:
• What Hamilton Jet determines to be, misuse, abuse, overloading, improper application, improper
transportation or storage, abnormal wear and tear, negligence, carelessness, accident, natural
calamity, vandalism, fouling caused by foreign material, peculiar water conditions or chemicals, or
other circumstances over which Hamilton Jet has no control.
• Operation or maintenance in any way other than in accordance with the operating and maintenance
instructions of Hamilton Jet.

ix
INTRODUCTION HJ-241 / HSRX

• 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
 HJ-241 / HSRX INTRODUCTION

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:

xi
INTRODUCTION HJ-241 / HSRX

xii
 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 Hamilton Jet pioneered the commercial
acceptance as the leading means of propulsion for development of the modern waterjet system in the
all types of high speed marine craft including early 1950's and today have over 30,000 units
ferries, work boats, patrol craft and pleasure boats. installed worldwide. With a complete range of
Recent advances in waterjet technology have put models suitable for power inputs of up to 3000 kW
them ahead of conventional propeller systems in per unit, Hamilton waterjets are ideally suited to the
both high speed performance and also reliability. efficient propulsion of a wide variety of high speed
Modern waterjet powered vessels offer many vessels, in either single or multiple configuration,
advantages, such as high efficiency, rapid typically from 5 to 50 meters in length.
acceleration, shallow draft, unrivalled Hamilton Jet is dedicated to the production of the
manoeuvrability and smooth, quiet operation. highest quality waterjets and controls systems
Whilst conventional propeller powered craft have designed and manufactured to meet the
several shortcomings, such as vibration, higher requirements of the worlds leading certifying
engine loading and susceptibility to damage from authorities. Full logistic support for projects is
water borne debris, waterjets generally offer lower provided by the global Hamilton Jet organisation
maintenance, longer engine life and simplified through factory support staff, regional offices and
installation. an extensive network of factory trained distributors
in over 50 locations worldwide.

Hamilton Quinnat Jet Circa 1953

Modern Hamilton Jet Circa 2000

1.1
1 INTRODUCTION & PRODUCT DESCRIPTION HJ-241 / HSRX
1.1 THE HAMILTON WATER JET SYSTEM

EQUIPMENT DESCRIPTION:—The Hamilton HJ 1.1.2 Main Components

Series is a range of highly efficient single stage
waterjets suitable for propelling craft typically up to
INTAKE AND INTAKE BLOCK:—The Intake
20 meters in length and 30 tonnes displacement, at
represents the main structural body of the Jet Unit
speeds up to 50 knots. HJ Series waterjets are
and is an integral part of the Hamilton Jet design.
generally directly driven by high speed diesel
The Intake is cast from high silicon aluminium alloy
engines. The HM Series are larger single stage
and is capable of transmitting the full net thrust
waterjets suitable for vessels typically up to 50m in
force of the Jet Unit to the hull bottom, and not to the
length and are generally driven by high speed diesel
transom or to the engine via the drive shaft. The
engines via a reduction gearbox.
Intake casting has a lower flange which mounts to
Mounted partly inboard at the stern of the vessel, an Intake Block, which is welded or bolted into the
the Hamilton waterjet consists of a totally integrated vessel hull. All Hamilton waterjets include an Intake
package with steering and reverse mechanisms and Screen that is carefully engineered into the waterjet
jet mounted control system hydraulic equipment. design so that operational parameters such as
Water is drawn into the waterjet through an intake cavitation resistance are unaffected by its presence.
screen at the base of the intake, which is mounted
flush with the hull bottom. The pumping unit
OIL COOLER:—The Intake has an integrated Oil
(impeller + stator) increases the pressure or "head"
Cooler for the hydraulic control system. This is
of the flow, which is then discharged at high velocity
connected to a Jet mounted Hydraulic Power Unit
at the nozzle. The reaction to this high velocity jet
(JHPU) via hoses.
stream provides the net thrust force, which is fully
transmitted through the intake to the hull bottom.
THRUST BEARING AND WATERSEAL:—The thrust
A single piece balanced steering nozzle precisely
force generated by the pressure differential across
directs the jet stream as commanded by the helm,
the waterjet Impeller is reacted by a Thrust Bearing
providing high turning forces to either port or
inside a Bearing Housing attached to front of the
starboard. An independent split-duct type reverse
Intake. No additional external thrust bearing is
deflector, usually hydraulically actuated, directs the
required. Aft of the Thrust Bearing on the waterjet
jet stream back underneath the hull to provide
Mainshaft is a mechanical face type Water Seal
powerful astern thrust. The reverse nozzle may be
which prevents water from entering the vessel and
set to a "zero speed" position (where the ahead and
Bearing Housing.
astern thrusts are balanced) at which point full
steering is still available. Infinitely variable forward
and reverse thrust may be selected by varying the COUPLING:—A Coupling is mounted on the
position of the reverse duct and combined with the Mainshaft forward of the Bearing Housing. A
highly efficient steering, results in unparalleled variety of Couplings are available to suit the type of
vessel control and manoeuvrability. driveshaft flange used. The driveshaft to the
waterjet must have axial and radial flexibility.
A vessel fitted with a Hamilton waterjet has the
minimum possible draft, with no protruding
underwater appendages. This allows operation in IMPELLER:—The Impeller design employed in all
shallow waters and in water with floating debris Hamilton waterjets is a highly refined mixed flow
that may foul or damage a typical propeller driven type capable of pumping large volumes of water at
vessel and also means increased safety for relatively low pressures, permitting high propulsive
personnel working in the water near the vessel. The coefficients to be achieved at fast vessel speeds with
waterjet unit is an ideal form of propulsion for outstanding resistance to cavitation. All Impellers
vessels working in a marine mammal environment. 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).

1.2
HJ-241 / HSRX 1 INTRODUCTION & PRODUCT DESCRIPTION
1.1 THE HAMILTON WATER JET SYSTEM

TAILPIPE:—Aft of the Impeller is the Tailpipe SCREEN RAKE:—The HJ-213 to HJ-403 Jet Units
section containing a water lubricated marine may be fitted with a Screen Rake as an accessory
bearing to support the rear of the Mainshaft. The item. The Screen Rake is a foot-operated rake
Tailpipe contains a stator section that has vanes to mounted in the lower half of the Intake, designed to
remove the rotational component of the flow so that clear any debris that may be caught by the Intake
a uniform axial flow is presented to the Nozzle. Screen. The spring return foot pedal for operating
the Screen Rake is mounted on the port side of the
NOZZLE:—After the water flow passes the pump Intake casing.
(Impeller + Stator), it is at a higher pressure and
relatively low velocity. At the Nozzle outlet, the OVERFLOW PREVENTER OR HATCH EXTENSION
pressure is at atmospheric. This difference in flow (OPTIONAL EXTRA):—Hamilton Jet Units are not
pressure is converted to flow velocity in the Nozzle. fitted with Overflow Preventers as standard - this is
The correct Nozzle sizing is critical to the correct an optional extra.
operation of the pump in a given application. The Overflow Preventer / Hatch Extension is used
where the static waterline (vessel fully laden) is
STEERING (JT TYPE STEERING NOZZLE):—The above the level of the Inspection Cover. It is
Steering assembly is attached to the rear of the attached to the top of the Intake outside the
Tailpipe. It consists of a Steering Housing, Nozzle Inspection Hatch.
Insert and Steering Nozzle (which incorporates the
Nozzle described above). The Steering Nozzle is DRY RUN KIT (OPTIONAL EXTRA ON HJ-212 TO
mounted inside the Steering Housing on vertical HJ-362 JET UNITS):—Hamilton Jet Units are not
pivot pins and is rotated to port or starboard by fitted with the Dry Run Kit as standard - this is an
linkages attached to an inboard Steering Cylinder. optional extra.
The Insert inside the Steering Housing ensures that The Dry Run Kit is a simple solution to the problem
the flow exiting the Stator section reaches the final of starting the engine before putting the vessel in the
Steering Nozzle outlet without being disturbed by water, where there is no gearbox fitted. It is
the steering mechanism, thus maximising steering particularly useful for Man-Overboard boats and
efficiency. Lifeboats where it is important to ensure that the
engine will start before the vessel is in the water.
REVERSE DUCT:—The Reverse Duct is attached by The Dry Run Kit consists of a special bearing, which
horizontal pivot pins to the Tailpipe and can be can be run dry for short periods and run for long
positioned up or down by the inboard Reverse periods with water lubrication.
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.

1.3
1 INTRODUCTION & PRODUCT DESCRIPTION HJ-241 / HSRX
1.1 THE HAMILTON WATER JET SYSTEM

NOTE: This image is a pictorial illustration of where

the various components are located on the
HJ-241 Jet Unit and is for illustration
purposes only.

Figure 1: HJ-241 Jet Unit General Arrangement

1.4
HJ-241 / HSRX 1 INTRODUCTION & PRODUCT DESCRIPTION
1.2 THE HAMILTON HSRX REVERSE SYSTEM

1.2 THE HAMILTON HSRX

REVERSE SYSTEM
The Hamilton HSRX Reverse System is a self
contained Hydraulic Reverse Actuation System.
The actuation is provided by a compact Hydraulic
Reverse Cylinder that uses a rotary valve inside the
cylinder to give proportional positioning control.
This allows fast control response where accurate
posistioning is not required (from the fully up
position to just prior to the Reverse Duct entering
the waterjet) and fine control of the Reverse
Cylinder position where it is needed (around the
Zero Speed / Reverse position).
With the Piston restriction (A) fully open, equal
pressure acts on both the rod end and cap end of the
HSRX Cylinder. As the cap end area is larger than
the rod end area, the cylinder extends.
With the Piston restriction (A) closed, the Cylinder
retracts. At full retraction, the Bypass Valve (B)
opens, reducing the system pressure and power
consumption of the pump.
The Back Pressure Valve (3) Is factory preset at 3.45
MPa (500psi).
The Pump Assembly (1) is belt driven directly from Figure 2: Basic Hydraulic Circuit Diagram
the Jet Unit.
The Pump Assembly comprises, Pump, an Integral 1.3 GENERAL ASSEMBLY DRAWINGS

Tank, Flow Control and Pressure Relief Valves.

1.5
1 INTRODUCTION & PRODUCT DESCRIPTION HJ-241 / HSRX
1.3 GENERAL ASSEMBLY DRAWINGS

1.6
Section 2
SYSTEM OPERATION

2.1 STARTING UP 2.2 “AHEAD” / “ZERO SPEED” /

“ASTERN” CONTROLS
Never stop the engine(s), or
disengage the drive to the Jet Unit,
Selecting ’Astern’ (Crash Stop)
when approaching a mooring or at
while the vessel is moving ahead
any time when control of the
CAUTION at high speed can produce very
vessel may be required.
rapid deceleration. and should
WARNING only be used in an emergency sit-
NOTE: With HSRX Reverse Control, the Reverse uation.
Duct may slowly drop to a full reverse New operators should use the
position when the engine is not running. "Crash Stop" feature very care-
At start up, the Reverse Duct may be in full reverse fully.
position, but will move to correspond with Control Do not use full helm control until
Lever position as soon as the JHPU (Hydraulic the vessel has slowed.
Pump Unit) is running.
1. Before starting engine(s), the following checks
"Astern" and "Zero Speed" are achieved by
should be carried out:
redirecting the jetstream. If the Reverse Duct is
a) The vessel is securely tied up or well clear of
lowered fully, all of the jetstream is redirected back
other objects.
under the vessel giving "Full Astern Thrust". If the
b) The Helm is centred and the Reverse Cotnrols
Reverse Duct is lowered partially the jetstream is
are at Zero Speed.
split giving some ahead and some astern thrust. At
c) Clutches and Gearboxes, if fitted, are in
a certain Reverse Duct position the ahead and
neutral position.
astern thrusts will be equal so the vessel will not
2. After starting engine(s), adjust the Helm and move ahead or astern regardless of the throttle
Reverse levers, to control vessel movement. 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 manoeuvring.

2.1
2 SYSTEM OPERATION HJ-241 / HSRX
2.3 STEERING

“CRASH” OR “EMERGENCY STOP” 2.3 STEERING

This Procedure Should Only Be Used In An
The Steering Nozzle deflects a jet of water to port or
Emergency.
starboard causing the vessel to steer to port or
starboard respectively.
If in lightweight planing craft, the
“Astern” or “Zero Speed” posi-
tions are selected with the throttle PORT CENTER STARBOARD
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
braking with a motor car. AHEAD

TO “BRAKE” THE VESSEL'S FORWARD MOTION:-

1. Close the throttle.
2. Select "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 3: Steering Operation

The following points should be remembered when

operating a waterjet steered 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.

2.2
 2 SYSTEM OPERATION
HJ-241 / HSRX
2.3 STEERING

This means that going astern the vessel has the EMERGENCY MANOEUVERING AND DOCKING:—
opposite steering to a motor car, a feature which 1. With a Single Jet Unit. The vessel can be partially
can be used to advantage when manoeuvring. manoeuvred by raising the Reverse Duct using a
The following steering systems are suitable for this rope and lowering the Reverse Duct under its
application: own weight. The engine must be kept at idle.
a) A manual hydraulic steering system which
2. With Multiple Jet Units. Shut down the engine
gives approximately 1.3 turns of the helm
that is driving the Jet with the faulty Reverse
from full lock to full lock is recommended. (A
System and manoeuvre using the other Jet(s).
greater number of turns will reduce sensitivity
of 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:—In the case of a complete

failure of the Helm Wheel or the cable parts of the
Steering System, the Jet may be steered by manually
moving the Jet Tiller:
Disconnect the cable from the Steering Arm (Refer to
Drawing HJ-241-06-000 Steering Assembly General
Arrangment Sht1 & sht2.
Move the Steering Arm by hand as required to move
the Steering Nozzle. Steering may only be possible
at low RPM, unless an emergency Steering Arm
Extension is used (Not included in CWF Hamilton
standard supply).

EMERGENCY MANUAL REVERSE DUCT

CONTROL:—The Reverse Duct can be raised
manually and is only necessary if the hydraulic
Pump has failed.

TO RAISE THE REVERSE DUCT:

1. Attach a rope to the Reverse Duct.
2. Take the weight of the Reverse Duct.
3. Lift the Reverse Duct and tie off the rope so that
the Reverse Duct is in the raised position and 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.

2.3
2 SYSTEM OPERATION HJ-241 / HSRX
2.4 MANOEUVERING AND DOCKING

2.4 MANOEUVERING AND 2.4.2 Moving Sideways

DOCKING
WITH TWIN JETS:—Use the following procedure to
move the vessel sideways away from the jetty.
2.4.1 Low Speed Manoeuvering Initially both controls are at "ZERO SPEED" and the
and Docking vessel is stationary.

THE VESSEL IS BEST MANOEUVRED AS FOLLOWS:- MOVING TO PORT.

1. Move the Reverse Control Lever to the "Zero 1. Set both engine RPMs to just above idle with
Speed" position. slightly higher RPM on the port side.
2. Set the throttle to 1/3 open - approximately 2. Set steering to ahead.
1,200 R.P.M. (In strong tide or wind conditions, 3. Move the port reverse lever to full astern and the
increase the throttle opening to obtain greater starboard lever to full ahead. (A)
response as required to suit the conditions). 4. As the bow begins to swing to Port, turn the helm
3. A slight movement either way from the "Zero to starboard to keep the vessel parallel to the
Speed" position will be sufficient to move the jetty. (B)
vessel ahead or astern until the manoeuvre is 5. The vessel will now move sideways to Port.
complete.
6. Adjust the port engine rpm to prevent fore and aft
4. Steering will be very responsive at this throttle movement. (Higher RPM moves vessel aft). This
opening. Full steering control is available at all may also be done by bringing the starboard
ahead/astern control lever positions and there is reverse control back towards the Zero Speed
no change of steering "sense" at any time. position.
5. Manoeuvre at a fixed throttle opening, 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 manoeuvering is A.
best carried out using the Helm with one
hand and both Reverse Levers with the other
hand. ONE AHEAD and ONE ASTERN is
NOT AS EFFECTIVE. JETTY

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 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 position. Figure 4: Moving to Port

2.4
 2 SYSTEM OPERATION
HJ-241 / HSRX
2.4 MANOEUVERING AND DOCKING

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
A.
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.

JETTY MOVING TO STARBOARD.

Follow instructions 1 to 4 above, but for “Port” read
B. “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
Figure 5: Docking to:-
• Steering: - Ahead Position (Centred).
DOCKING. • Throttle: - Idle.
Use the above procedure when approaching or • Reverse: - Zero Speed.
moving away from a jetty or another vessel.
EMERGENCY MANOEUVRING:
NOTE: If the vessel is moving sideways too fast the 1. With Multiple Jets. Shut down the engine driving
controls should be set back to zero speed and the Jet without reverse and manoeuvre using the
the Helm returned to centre. Alternatively set other Jet(s).
the controls for sideways movement in the
opposite direction until the vessel stops 2. With a Single Jet. The vessel can be partially
moving sideways. The required control manoeuvred by raising the Reverse Duct with a
setting will vary according to wind and tide rope and lowering it under its own weight. The
conditions. engine must be kept at idle RPM.

WITH TRIPLE JETS:—Using all three Jets to move

sideways will give the best results.
1. Set the 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).

2.5
2 SYSTEM OPERATION HJ-241 / HSRX
2.5 CRUISING

2.5 CRUISING
RPM

Running at speed with a partially

KNOTS

blocked inlet grill or debris on the

impeller will result in cavitation
damage to the jet unit.
CAUTION

Figure 6: High Speed Planing in Shallow Water

Care must be taken to prevent cavitation damage
to the Jet Units, as described below: 2. At slow displacement speed avoid using high
1. Running at speed with a partially blocked Inlet RPM in shallow water.
Grill or debris on the Impeller will result in
cavitation damage to the Jet Unit. Before
accelerating to full speed, all Jet Units should be
RPM

cleared of debris. Refer to Section 2.9 Blockages KNOTS

(Debris in the Jet Unit).

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 Figure 7: Shallow Water Operation Slow Speed
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. Section 2.9 Blockages (Debris in the Jet RPM
KNOTS

Unit) refers.
4. In conditions of severe weather or overload, the
engine speed should be reduced accordingly.

2.6 SHALLOW WATER Figure 8: Shallow Water Operation Idle

OPERATION 3. 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
Do not run the Jet Unit if the planing speed. If any debris has been picked up
vessel has run aground as damage in the intake screen, momentarily stopping the
may occur to the Impellers and engine should allow the debris to drop away from
Stator. screen.
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:
1. At high planing speeds, shallow water operation
is not a problem until the vessel is nearly
grounded.

2.6
 2 SYSTEM OPERATION
HJ-241 / HSRX
2.7 ACCELERATION TO HIGH SPEED

2.7 ACCELERATION TO HIGH 2.9 BLOCKAGES (DEBRIS IN THE

SPEED JET UNIT)
If leaving an area of shallows, or with debris in the
water, ensure Jets are clear of debris before 2.9.1 Avoiding Blockages
accelerating to high speed. Refer to Section 2.9.3
Pieces of debris, water weed or sticks, etc. will not
Clearing Blockages. If there is any debris in the Jet
normally block or harm the unit. However, it is good
the engine will run at higher than normal RPM and
practice to steer around such debris where possible
the vessel accelerate only slowly, perhaps not
as any debris caught in the Intake Screen, Impeller
reaching full (planing) speed. Refer to Section 2.9.2
or Tailpipe Stator Vanes can affect the Jet Unit's
Detecting Blockages.
performance.
Daily, prior to commencing operations, the
Inspection Cover should be removed and any debris
removed from around the Impeller or Intake Screen. 2.9.2 Detecting Blockages
Refer to Section 8.4 Servicing Intervals Item 1. 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 is
Ensure that the water level is moored so it is best to clear the Screen in open or
below the Inspection Cover level clear waters.
before removing the Inspection Blockages of the Jet Unit are usually noticed by the
Cover. following symptoms:
CAUTION
1. The engine unloading (RPM increases).
2. Lack of jet thrust (vessel speed drops).
Running at speed with a partially 3. Excessive noise and vibration from the Jet Unit.
blocked inlet grill or debris on the
impeller will result in cavitation
2.9.3 Clearing Blockages
damage to the jet unit.
CAUTION

Extreme care is required whenever

the Inspection Cover is removed as
2.8 AERATED WATER water may enter the vessel
through this opening.
It is possible that some Hulls may, under certain WARNING
conditions, feed aerated water into the Intake of the
Never leave the Inspection Cover
Jet Units.
removed without constant
When operating in areas where the water may be monitoring of the water levels.
excessively aerated. (e.g. fast flowing rapids or surf)
The following points should be noted: The following methods can be used to clear a
blocked Jet Unit.
1. There may be a loss in thrust due to the Jet Unit
pumping a significant amount of air instead of 1. Slow or stop the engine driving the blocked Jet
water. Unit. The blockage will often clear itself. This
operation works best if the vessel is still moving
2. The Impeller may unload suddenly causing the
forward at speed.
engine RPM to fluctuate wildly.
When these symptoms occur, reduce engine RPM 2. BACKFLUSH the blocked Jet Unit (only possible if
until the Jet Unit maintains a steady RPM and thrust. a reversible gearbox is used) as shown below.
The operator must be prepared to lose control a) Stop or slow the Vessel to displacement
temporarily in these conditions and should allow speed.
margins of safety. 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-241 / HSRX
2.10 OPERATING WITH AN ENGINE AND JET UNIT OUT OF SERVICE

blockage. If this fails to work, repeat actions NOTE: Refer to Drawings HJ-241-10-004 Hatch
a) to c) several times. Extension.
3. Remove the Inspection Cover on the Intake The Inspection Hatch Extension is an optional extra
Housing and manually clear the obstruction. for use with Jet Units where the water level is above
Refer to Section 2.9.4 Using the Inspection Cover. the normal level of the Inspection Cover.
1. It is attached to the top of the Intake Casing in
NOTE: place of the Inspection Cover. The Inspection
1. Check that the static water level will be safely Cover is then fitted to the upper end of the
below the lip of the Intake Inspection Cover. Inspection Hatch Extension.
2. If the static water level is too high, ballast 2. It provides an increase of approximately 150 mm
should be placed on the bow of the vessel to in allowable water level height.
raise the stern high enough to allow the
Intake Inspection Cover to be removed.
3. Alternatively, an optional extra Hatch 2.10 OPERATING WITH AN
Extension can be fitted to the Inspection ENGINE AND JET UNIT OUT
Cover to allow inspection of the Intake
Housing at higher water levels. Refer to OF SERVICE
Drawing HJ-241-10-004 Hatch Extension. If the vessel is operated with an engine and Jet Unit
out of service, it is possible for the Jet Unit Mainshaft
2.9.4 Using the Inspection Cover to rotate due to water flowing through the Jet Unit.
This is undesirable as it can lead to damage of the
gearbox.
Extreme care is required whenever
the Inspection Cover is removed as USE OF SHAFT BRAKE (IF FITTED) TO STOP
water may enter the vessel MAINSHAFT ROTATION:—The Shaft Brake should
through this opening. be fitted to the output shaft of the Gearbox. Apply
WARNING
the Shaft Brake to stop the Jet Unit Mainshaft
Never leave the Inspection Cover rotation in Jet Units not in service.
removed without constant
monitoring of the water levels. USE OF ENGINE TO STOP MAINSHAFT
ROTATION:—If a Shaft Brake is not fitted, the Jet
Unit Mainshaft can be prevented from rotating by
Before Removing the Inspection engaging the Gearbox of the Engine which is out of
Cover:- service.
a) Stop all engines.
b) Check that the static water NOTE: When using this method, it is possible for the
CAUTION
level will be below the Intake Jet Unit to rotate the Engine. If this occurs,
Inspection Cover Lip. disengage the Gearbox and let the Jet Unit
c) If the static water level is too Mainshaft rotate.
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.
Inspection Hatch Extension (Optional Extra)

2.8
 2 SYSTEM OPERATION
HJ-241 / HSRX
2.11 HSRX REVERSE SYSTEM

2.11 HSRX REVERSE SYSTEM

If in lightweight planing craft, the
“Astern” or “Zero Speed” posi-
Use of a Waterjet steered vessel is tions are selected with the throttle
different from a propeller driven left open and the boat moving for-
vessel as the waterjet mainshaft CAUTION
ward at speed, the resultant
must always be rotating whenever “Braking Effect” can be very
WARNING steering thrust is required. severe - even more so than full
braking with a motor car.

NOTE: THE FOLLOWING POINTS SHOULD BE NOTED

WHEN USING THE HSRX REVERSE SYSTEM. Never stop the engine(s), or
1.The HSRX Reverse System does not have a disengage the drive to the Jet Unit,
mechanical connection between the Reverse when approaching a mooring or at
Duct position and the Control Lever position. any time when control of the
CAUTION
The Control Lever can be positioned before vessel may be required.
the Reverse Duct has reached the desired
position (unlike previous HSRC systems,
where the Control Lever followed the Reverse If a problem is detected, return to
Duct position). the mooring immediately, at
reduced power. DO NOT operate
2.The HSRX Reverse System has a bypass the jet unit until the fault has been
feature. When the Control Lever is touching CAUTION
repaired. refer to section 7 Fault
the Stop Pin, the Reverse Duct will be in the Finding.
fully raised position and a Bypass Valve
opens. Oil is then passed directly to the Tank
rather than through the Back Pressure
Valve. The Pump will now operate at
considerably reduced pressure, which will
minimise power consumption and maximise
component life.
3.The By-Pass Port is only open when the
Reverse Duct is in the fully raised position.
At any position other than fully raised, the
Reverse System will operate at 500 psi back
pressure. The Maximum Shaft Speed for
Continuous Operation of the Reverse System,
at any position other than fully raised, is
1000 RPM.
4.There is no flow control in the HSRX Reverse
System. The effect of this is, the higher the
engine RPM, the faster the Reverse Duct will
move. In the "Crash Stop" situation, (Full
reverse at full speed) the Reverse can be
actuated almost instantly, causing a very
sudden and severe deceleration.
5.If a "Neutral Detent and Engine Start
Interlock" microswitch is fitted, refer to
drawing CT-CLV-01-003 Reverse Control-
ler which is included with the Drawings
Package.

2.9
2 SYSTEM OPERATION HJ-241 / HSRX
2.11 HSRX REVERSE SYSTEM

2.10
 Part B
Design and Installation Information

• Design Basics
• Precautions Against Corrosion
• Installation
• Commissioning
Section 3
DESIGN BASICS

3.1 PROPULSION SYSTEM While the Jet Unit loads can be readily calculated,
the Hull reaction loads are statically indeterminate.
DESIGN Being dependent on the stiffness and rigidity of both
the Jet Unit and the Hull structure.
JET UNIT SELECTION:—Jet Unit selection is a All loads are transferred to the Hull via the intake
complex task and C.W.F. Hamilton & Co. Ltd should block. No significant loads are taken by the
be consulted for advice in all cases. Transom.
The table shows the maximum loads and moments
applied at the centre of the Jet Base. (Intake Block).
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.

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 9: Loads
on the Hull for HJ-241 Jet Unit.

3.1
3 DESIGN BASICS HJ-241 / HSRX
3.2 HULL DESIGN

Figure 9: Loads on the Hull for HJ-241 Jet Unit

3.2
 HJ-241 / HSRX 3 DESIGN BASICS
3.2 HULL DESIGN

Table 1: Table of Dimensions for HJ-241 Jet Unit

HJ-241 JET - RELEVANT DATA

DESCRIPTION SYMBOL UNITS VALUE

Maximum Power P Kw 260
Centre Line Height H m 0.284
Mean Inlet Depth h m 0.04
Steering to Base Centre Ds m 0.92

Reverse to Base Centre Dr m 1.25

Transom to Base Centre Dw m 0.415

Centre to Reverse Arm Da m 0.15

Waterjet Angle a degrees 5°

Table 2: Table of Hull Reaction Forces for HJ-241 Jet Unit

HULL REACTION FORCES - HJ-241 JET

AHEAD /
DESCRIPTION SYMBOL UNITS REVERSE
STEERING
Axial Load in Hull Bottom F kN 9.1 -13.46
Vertical Load in Base Wv kN 1.51 4.51
Side Load in Base Ws kN 7.80 6.37
Vertical Moment M kNm 5.39 4.73

Steering Moment Ms kNm 7.18 8.84

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.

3.3
3 DESIGN BASICS HJ-241 / HSRX
3.2 HULL DESIGN

3.2.2 Mono Hulled Vessel normally sufficient. These do not increase draft
or interfere with water flow into the Jet Intake.
1. Aerated water generated by the vessel’s bow
wave must not pass directly aft to the Jet Unit 4. Immersion. The Jet must be immersed with the
Intake(s). water line at least up to the underside of the
a) A vee'd bow stem in conjunction with 10º Mainshaft (at the Impeller) in order to prime
minimum deadrise angle is recommended. (pump water) when the engine is started.
b) Mount multiple Jet Units as close to the keel 5. Minimum distances between Jets for multiple
line as possible ("Staggered" engines can installations. Refer to Figure 11: Installation for
allow closer centres). Multiple Jets.
c) Planning strakes, keelsons, "plank keels" and a) For dimensions A and B shown in Figure 11:
any other appendage causing turbulent flow Installation for Multiple Jets for Twin and Tri-
into the Jet Unit(s) must be removed from in ple Jet Installations, refer to the Installations
front of and closer to the keel than the Jet Unit Drawings shown in Section 5 Installation” of
Intakes. Recommended strakes are shown in this manual.
the following diagram. b) For applications using more than three Jets,
consult C.W.F. Hamilton & Co Ltd for
recommended distances between Jets.

Figure 10: 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

3.4
 HJ-241 / HSRX 3 DESIGN BASICS
3.2 HULL DESIGN

"B"

"A" "A"

MINIMUM JET CENTERS

AT TRANSOM

JETS MOUNT FLAT TO HULL

AT ALL DEADRISE ANGLES

Figure 11: Installation for Multiple Jets

3.2.3 Multi Hulled Vessel ure 12: Hull Design Recommendations for Multi Hull
Vessel below. The Reverse Duct when in the "up"
Jet Units may be fitted in catamaran and some
(ahead) position must not project beyond the
trimaran hulls. Air entrainment between the hulls
sidewalls of a catamaran or trimaran hull, or
occurs with these vessels and care must be taken to
substantial drag may be caused.
ensure that this entrained air does not enter the Jet
Unit intakes(s). This is alleviated if the hulls are Consult with C.W.F. Hamilton & Co. Ltd in all cases
deep in relation to the air tunnels so that the Jet if Jet Units are proposed in these types of Hull.
Units sit well down in the water, as indicated in Fig-

Figure 12: Hull Design Recommendations for Multi Hull Vessel

3.5
3 DESIGN BASICS HJ-241 / HSRX
3.2 HULL DESIGN

3.2.4 Trim Tabs The adjacent diagram serves as a guide to the

maximum size of trim tab that may be located under
NOTE: Refer to “Precations Against Corrosion” the Jet Unit. Contact C.W.F Hamilton & Co Ltd if
Section 4.1.4 if fitting stainless steel trim further details are required.
tabs. The Diagram shows the area within which the Trim
Trim tabs cannot be mounted directly alongside the Tab must lie. From the maximum width "w" at the
Jet Unit, as when moving astern, the reverse Transom the area tapers inwards 25º per side until
waterjet will hit them and reduce reverse thrust. it reaches the same width as the Reverse Duct
It is possible to mount trim tabs under the Jet Unit bottom corners.
with control equipment on either side of the Jet Unit.

Figure 13: Allowable Trim Tabs Location

3.6
HJ-241 / HSRX 3 DESIGN BASICS
3.3 DRIVELINES

3.3 DRIVELINES 3.3.1 Requirement of the Driveline

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

NOTE: Critical speed checks should allow safe

operation up to the engine's "no load"
governor setting (or high idle).

TORSIONALLY FLEXIBLE COUPLING

FIXED LINESHAFT
(OPTIONAL)

MISALIGNMENT ABSORBING COUPLING

JET UNIT COUPLING MARINE

DIESEL
ENGINE

Figure 14: Drive Line Component Description

3.7
3 DESIGN BASICS HJ-241 / HSRX
3.3 DRIVELINES

3.3.3 Drive Shaft Options TORSIONALLY FLEXIBLE COUPLING (TFC):

The diagrams Figure 15: Double Universal Slip joint- The torsional vibration analysis will determine how
ed Driveshaft and Figure 16: Torsionally Flexible Fly- many TFC’s are required and where they should be
wheel Coupling show two common Driveline located. At least one TFC should be fitted either:
components and their arrangements. These • Between the engine and the gearbox.
diagrams are a guide only. Always contact C.W.F. • Immediately between the gearbox and any
Hamilton & Co. Ltd before designing the Driveline. shafting leading to the Jet Unit.

UNIVERSAL DRIVESHAFTS: DOUBLE ELEMENT TORSIONALLY FLEXIBLE COU-

PLINGS:
These are double universal slip-jointed Driveshafts,
also called Cardan shafts. They bolt directly to the Examples of such couplings are "Centaflex" and
Jet Unit Coupling. "Megaflex".
Lengths range from approximately 900 mm to Use a double element torsionally flexible driveshaft
3,000 mm. Lengths are limited by the weight with support bearings such as the "Centaflex GZ"
which can be allowed at the Jet Unit Coupling. type illustrated. The engine is located In-line with
(Refer to Section 3.3.7 Critical Speed of Mainshaft the Jet Unit and can be flexibly mounted with this
and Section 3.3.2 Engineering Checks). type of coupling.
Length - From approximately 200 mm (8")
upwards, but limited by the weight which can be
DOUBLE UNIVERSAL SLIP JOINTED
allowed at the Jet Unit coupling. Refer to Section
DRIVESHAFT
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".

GEAR COUPLINGS:
This Coupling is steel double -jointed coupling
which is both flexible to allow for angular offset and
also rigid to absorb torsional twisting.
Figure 16: Torsionally Flexible Flywheel Coupling 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.

3.8
 HJ-241 / HSRX 3 DESIGN BASICS
3.3 DRIVELINES

The curved face teeth couplings are flexible enough Lineshaft supported on pedestal bearings should be
to compensate for misalignments and axial used in conjunction with either universal driveshafts
movements of coupled shafts. The same type of or torsionally flexible couplings. Refer to Figure 18:
coupling also allows for greater shaft offset. Long Driveshafts.
Manufacturers recommendations regarding
installation and alignment should be followed. NOTE: If a TFC is not required between the gearbox
and the Lineshaft, then the Lineshaft can be
NOTE: A double jointed coupling is required. directly attached to the gearbox flange using
normal propeller shafting criteria. The
LONG DRIVESHAFTS:—Where the distance gearbox should be mounted rigidly to avoid
between the gearbox flange and the Coupling flange misalignment.
exceeds that possible with a MAC, then a fixed

TORSIONALLY FLEXIBLE FLYWHEEL

COUPLING WITHOUT SUPPORT BEARING

DOUBLE UNIVERSAL SLIP JOINT LINESHAFT WITH

DRIVE SHAFT SUPPORT BEARINGS

OFFSET ANGLES EQUAL

A°

A°

JET COUPLING

ENGINE FLYWHEEL

Figure 18: Long Driveshafts

3.3.4 Universal Driveshaft Alignment NOTE:

1. There are only two allowable configurations for 1. When the TFC couples directly to a universal
location of centrelines for the Jet Unit and driveshaft, the TFC must provide a bearing to
Gearbox, these are shown in Figure 19: Z Config- support the universal driveshaft.
uration Coupling and Figure 20: W Configuration 2. When the TFC couples directly to a Lineshaft
Coupling. supported on bearings, a support bearing is
2. The universal Driveshafts must be assembled not required.
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.

3.9
3 DESIGN BASICS HJ-241 / HSRX
3.3 DRIVELINES

Figure 19: Z Configuration Coupling

Figure 20: W Configuration Coupling

3.10
 HJ-241 / HSRX 3 DESIGN BASICS
3.3 DRIVELINES

3.3.5 Jet Coupling Flange Details 3.3.7 Critical Speed of Mainshaft

Refer to Drawing HJ-241-02-001 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 either carried out.
the engine manufacturer or the flexible coupling
manufacturer carries this out.
The Moment of Inertia Data for the Jet Unit is
provided below, to enable a Torsional Vibration
Analysis to be carried out.

Figure 21: HJ-241 Jet Mainshaft Dimensions

3.11
3 DESIGN BASICS HJ-241 / HSRX
3.4 JET MAINSHAFT ALIGNMENT

3.4 JET MAINSHAFT ALIGNMENT table lists the angle deviation of the Jet Mainshaft
when the Jet base is mounted parallel to the keel
line.
(PORT & STARBOARD JETS ONLY).
The HJ 241 Waterjet Mainshaft is inclined at an FOR INTAKE BASE PARALLEL TO KEEL LINE:
angle of 5º to the Intake base.
B1 = Shaft angle in Plan view.
When the port and starboard Jets are mounted at
B2 = Shaft slope in Elevation.
the Hull Deadrise angle, the Jet Mainshafts are no
longer parallel to the keel line in plan. The following

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°

Figure 22: Jet Mainshaft Alignment

3.12
 HJ-241 / HSRX 3 DESIGN BASICS
3.5 WATER OFF-TAKE

3.5 WATER OFF-TAKE SANDTRAP:—- (Optional Raw Water Sand Filter).

Refer to Drawing HJ-241-12-000 Sandtrap & en-
gine Cooling.
If a gearbox or clutch is fitted to High pressure water from the Jet is piped into the
the engine, a conventional hull sand trap before feeding into the engine cooling
water pick-up and engine raw system.
water pump must be used. Sea water (raw water) fed into a centrifuge, drops
CAUTION
out foreign matter (sand, shells, stones, etc) into a
clear perspex bowl, which can be easily, visually
The Jet Unit is fitted with a Water Offtake which may inspected. Opening the Dump Valve, while water is
be used as a supplementary water supply (e.g. for a being fed in, drops out the collected material into the
deck wash). If it is used as a part of the engine dump line which carries any collected material
cooling circuit, the designer / builder must satisfy overboard via a skin fitting, through the hull side or
himself that the available flow is sufficient for the Transom.
cooling requirements.
To be sure of correct flow for engine cooling a
conventional water pick up and the engine raw
water pump should be used.
The Jet Unit is fitted with an inboard water offtake
bung to hosetail connection which can be converted
by cutting off the bung. This will provide water at a
max pressure of 550kPa (80psi) at full power. The
water may be fed directly to the engine without the
need for a raw water pump provided:-
The pressure from the water offtake at idle is sufficient
to cool the engine,
and,
The engine can withstand the full pressure from the jet
offtake.
To be sure of correct flow for engine cooling, a
conventional water pick-up and the engine raw
water pump should be used. The Jet water offtake
can be used for a deck cleaning hose but the
pressure is not high enough to be used for a fire
hose.

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
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.

3.13
3 DESIGN BASICS HJ-241 / HSRX
3.6 HSRX REVERSE SYSTEM DESCRIPTION

3.6 HSRX REVERSE SYSTEM

DESCRIPTION
The Hamilton HSRX Reverse System is a self
contained Hydraulic Reverse Actuation System.
The actuation is provided by a Hydraulic Reverse
Cylinder that uses a rotary valve inside the cylinder
to give variable progresssive positioning control.
This allows fast control response where accurate
posistioning is not required (from the fully up
position to just prior to the Reverse Duct entering
the waterjet) and fine control of the Reverse
Cylinder position where it is needed (around the
Zero Speed / Reverse position).
With the Piston restriction (A) fully open, equal
pressure acts on both the rod end and cap end of the
HSRX Cylinder. As the cap end area is larger than
the rod end area, the cylinder extends.
With the Piston restriction (A) closed, the Cylinder
retracts. At full retraction, the Bypass Valve (B)
opens, reducing the system pressure and power
consumption of the pump.
The Back Pressure Valve (3) Is factory preset at 3.45
MPa (500psi).
The Pump Assembly (1) is belt driven directly from Figure 23: Hydraulic Circuit Diagram
the Jet Unit.
The Pump Assembly comprises, Pump, an Integral 3.6.2 Layout of Components
Tank, Flow Control and Pressure Relief Valves.
Refer to Drawing CT-HPU-01001 Hydraulic Power
Unit.
3.6.1 Basic Hydraylic Circuit
Refer to Drawing CT-HSE-12-001 Hose Kits. 3.6.3 Scope of Supply

Table 3: Hydraulic Circuit Items THE FOLLOWING LIST OF ITEMS ARE SUPPLIED
WITH THE HSRX REVERSE SYSTEM.
ITEM 1. HSRX Reverse Cylinder.
DESCRIPTION
NO. 2. Pump Assembly.
A Variable Restriction with Cylinder posi- 3. Cooler. (Integral part of Jet Unit).
tion feedback. 4. Hoses and Fittings.
B Bypass Valve. (Open when Cylinder is 5. Belts for the Pump.
fully retracted). 6. Hydraulic oil.
1 Pump Assembly. These items are supplied factory assembled and
mounted on the Jet Unit ready for use.
2 HSRX Cylinder.
Minimum oil flow 3 litres per minute. THE FOLLOWING ITEMS ARE NOT SUPPLIED:
Maximum oil flow 16 litres per minute.
1. Cable or other actuating devices.
3 Back Pressure Valve.
4 Oil Cooler (Part of Jet Assembly).

3.14
 HJ-241 / HSRX 3 DESIGN BASICS
3.7 ENGINE LOCATION & MOUNTING

3.7 ENGINE LOCATION &

MOUNTING If a gearbox or clutch is fitted to
the engine, a conventional hull
water pick-up and engine raw
3.7.1 General water pump must be used.
CAUTION
The engine(s) should be located in a position that
will give the vessel the most suitable fore and aft
trim for the proposed boat speed. For semi-planing
and moderate planing speed vessels it is likely that The Jet unit water offtake can be used for a deck
the engine should be positioned well forward cleaning hose but the pressure is not high enough
towards amidships for best trim and thus speed. For for a fire hose.
very high speed vessels it is likely the engine should
be positioned aft, close to the Jet Unit, to obtain vest CONVENTIONAL WATER PICK-UP:
trim and speed. Follow the recommendations of the
boat designer in this regard or consult C.W.F.
Hamilton & Co Ltd. Ensure that the engine cooling
water pick up is not directly
ahead of the Jet Unit Intake, but
3.7.2 Mounting well to the side to avoid turbulent
Mount the engine via mounting feet fixed to the CAUTION
water flow into the Jet.
engine bearers. The feet and bearers do not have to
withstand the propulsion thrust load as this is Alternatively a cooling system separate from the Jet
transmitted for the Jet unit directly to the hull. Unit can be fitted to the engine maker’s
Flexible engine mounts will reduce vibration and specifications. The water pick up points must NOT
noise but these must be used in conjunction with a be directly ahead of the Jet Unit intakes and should
driveshaft system which does not cause a radial or be well to the side of the area forward and the same
side load at the Jet Unit Coupling as the engine width as the intake opening.
moves.
3.7.4 Engine Systems
FOR STEEL HULLS:—Ensure the driveline Engine wiring, instrumentation and throttle systems
electrically insulates the engine from the Jet Unit. are all conventional. Follow the manufacturers
recommendations.
3.7.3 Cooling
WITH STEEL HULLS.—Ensure the controls do not
JET UNIT WATER OFFTAKE: electrically connect the Jet Unit to the hull.
The Jet Unit incorporates an inboard water offtake
point on the starboard side of the Intake. This is
fitted with a Hosetail / Bung which can be cut off
and a hose connection fitted to the Hosetail. This
provides water at pressures as follows:

TYPICAL MAXIMUM PRESSURE:—550kPa (80 psi)

at full 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.

3.15
3 DESIGN BASICS HJ-241 / HSRX
3.7 ENGINE LOCATION & MOUNTING

3.7.5 Exhaust Systems If engine exhausts are located near the Jet Units,
water containing exhaust gases can be ingested by
The engine exhaust system can be any conventional
the Jet Unit when the vessel is moving astern. This
system approved by the engine manufacturer.
can cause loss of thrust and control of the Jet Unit.
Engine exhausts should be sited above the waterline
and away from 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 24: Exhaust System Layout

3.7.6 Governor Settings

Refer to Section 5.6.5 Governor Settings.

3.16
 HJ-241 / HSRX 3 DESIGN BASICS
3.8 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.8 DESCRIPTION OF THE DRY 3.8.3 Scope of Use

RUN SYSTEM (OPTIONAL Because there is no cooling for the Dry Run System
Marine Bearing, if a Jet Unit is run without the vessel
EXTRA) being immersed in water, with no water to act as a
coolant, the Marine Bearing will heat up rapidly.
NOTE: Hamilton Jet Units are not fitted with the Dry
Run Kit as a standard fit. The Dry Run Kit THE FOLLOWING LIMITS MUST BE ADHERED TO,
is an optional extra which can be fitted to the TO ENSURE GOOD COMPONENT LIFE.
Jet Unit at the customers request. Should the
customer require a Dry Run System fitted, it
can be purchased at additional cost and Maximum Dry Run Time 3 Minutes.
should be requested when the Initial Jet Order Maximum Dry Run Engine 1000 RPM.
is placed. Speed:
The Dry Run System is a simple solution to the
problem of starting a boat engine before putting the Minimum Time Between Dry 1 Hour.
vessel in the water. It is particularly useful fo Man- Runs:
Overboard boats and Lifeboats where it is important
to ensure that the engine will start before the vessel The plastic Dry Run Kit Bearing is a compromise for
is in the water. use in both dry and wet running conditions. The
The Dry Run Kit consists of a specially formulated best wet running design solution is the use of a
Marine Bearing which can be run dry for short rubber Marine Bearing which cannot be run dry.
periods and run for long periods with water The plastic Dry Run Kit Bearing will wear out far
lubrication. The standard rubber Marine Bearings quicker than a standard rubber Marine Bearing if the
are designed to run in a water immersed dry run system is used constantly in a dirty water
environment where the water acts as a coolant and environment. When used in silty water, the life of
lubricant for the Bearing and Water Seal. These the bearing and sleeve will be reduced, depending
cannot be run out of water. on the volume of grit in the water. THIS SYSTEM
SHOULD ONLY BE USED IN A CLEAN WATER
ENVIRONMENT.
3.8.1 Installation
If extended use in a dirty water environment is
The Dry Run Bearing components are a direct expected, then regular monitoring of Marine Bearing
replacement for the standard Marine Bearing wear is required.
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.

3.8.2 Corrosion
All the components of the Dry Run Kit are made of
high quality corrosion resistant materials. The
plastic Bearing will turn slightly blue / green after
being immersed in sea water,. This is only a surface
discolouration and is not detrimental to the
performance of the Dry Run Kit System.

3.17
3 DESIGN BASICS HJ-241 / HSRX
3.8 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.8.4 Fault Finding

Table 4: Fault Finding

FAULT CAUSE REMEDY

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

3.8.5 Maintenance

INSPECTION:—Inspect every 100 hours, 50 dry DIAMETRICAL WEAR SHOULD

BE LESS THAN 0.2mm
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 26:
Dry Run Bearing Assembly. The Bearing
Sleeve can be turned end for end when it
shows signs of wear. Figure 25: Bearing Sleeve

NOTE: The Bearing Sleeve is hardened at one end

only. Assemble with the larger diameter end
ASSEMBLY NOTES (hardened end) nearest to the Impeller.
1. When changing The 'Dry Run Bearing Assembly',
dismantle and reassemble the whole assembly
(plastic and metal shell) to the Tailpipe in the
same manner as removing / 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 as shown on the diagram in Section
3.8.6 Parts List.
2. The Bearing Sleeve is fitted to the Mainshaft in
the same manner as the Bearing Sleeve for the
rubber Marine Bearing (Refer to Section 9 Over-
haul in this Manual).

3.18
 HJ-241 / HSRX 3 DESIGN BASICS
3.8 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.8.6 Parts List

Refer to Drawings HJ-241-01-000 Basic Jet Assem-
blies Standard and Dry Run Sht 1 & 2.

DRY RUN BEARING

ASSEMBLY

BEARING SLEEVE

ROTARY SEAL
ASSEMBLY

Figure 26: Dry Run Bearing Assembly

3.19
3 DESIGN BASICS HJ-241 / HSRX
3.8 DESCRIPTION OF THE DRY RUN SYSTEM (OPTIONAL EXTRA)

3.20
Section 4
PRECAUTIONS AGAINST CORROSION

4.1 GENERAL In installations with two engines and two battery

banks with cross-connect starting capability, there
must be two heavy conductors between the
4.1.1 Electrical Wiring System engines. Local standards if appropriate should be
complied with.

An Isolation Transformer or a A.C. SYSTEMS:—For a vessel with both AC and DC

Galvanic Isolator must be circuits, it is essential for safety reasons that the AC
correctly fitted to the vessel’s system has a separate earth wire.
electrical system if the vessel is to
CAUTION Dock potentials can be as positive as +350mV
be connected to an external AC
relative to a silver / silver chloride reference
shore supply.
electrode. If a vessel with bonded aluminium Jets is
connected to such a dock potential through the
The guidance of the local inspecting authority separate earth wire, without the protection of an
rules should be sought, but in general note the Isolation Transformer or a Galvanic Isolator, the
following for:_ corrosion rate of the aluminium would increase to
a value far greater than the normal sea water
corrosion rate. This would occur regardless of
D.C. SYSTEMS:—Every part of the DC system
whether the aluminium was protected by anodes or
should use Two insulated "normally conducting"
not.
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 A. USING AN ISOLATION TRANSFORMER
Not Use An Earth Return System. If using AC shore supply, the recommended method
It is recommended that engine starter motors or of preventing potentially serious galvanic or stray
other DC motors should be the two wire type with current corrosion is to install an Isolation
an insulated negative terminal rather than having Transformer on board at the incoming line.
the casing of the starter connected to the battery When an Isolating Transformer is used, there must
negative. This is to ensure starting currents do not be no connection between the shore supply earth
pass through the earth bonding system. and the vessels earth bonding system. The primary
In smaller vessels, it is common to use negative winding shield is earthed to shore while the
ground engine systems in which the starter motor, secondary winding should be grounded on board
starter solenoid, and alternator are single pole the vessel. Only one side of the secondary winding
devices using the engine block as the local return is grounded on the secondary side of the
conductor. In This Situation, It is Important to transformer and the vessel’s grounding circuit is
Connect the Engine Block to the Battery Negative tied in at this point. There must be no DC electrical
with a Heavy Battery Cable. connection between the shore supply and the on

4.1
4 PRECAUTIONS AGAINST CORROSION HJ-241 / HSRX
4.1 GENERAL

board AC circuit. Further information (including 4.1.2 Earth Bonding System

circuit diagrams) can be found in American Boat and
Yacht Council (ABYC) publication E-11 AC and DC
Electrical Systems on Boats.
Prevention of corrosion
Vessels using Hamilton Jet Units,
B. USING A GALVANIC ISOLATOR must be bonded and wired as
Alternatively with AC shore supply, a galvanic CAUTION described in Section 4
isolator can be installed on the AC earth wire just "Precautions Against Corrosion"
after the shore power inlet. This isolator isolates the section of the jet unit manual.
vessel from low voltage D.C. galvanic currents,
while allowing any short circuit to be safely
conducted back to shore. In aluminium and most GRP hulls, the Jet Unit, Hull
Isolators with capacitors are preferred over isolators (if aluminium), all metal objects, electrical
with diodes only.The Galvanic Isolator must have an equipment casings and Hull anodes should be
indicator or alarm that shows whether the earth connected with a low resistance bonding system
current is being blocked or not. This indicator is (separate from normally current conducting 2 wire
required since the Galvanic Isolator only blocks low electric system).
voltages (typically below 1.2V) and higher voltages The bonding strip and connecting wires should be
will pass through the isolator and cause vessel aluminium or insulated copper of at least 14.5
corrosion damage. If the indicator was not present sq.mm. cross section area (e.g. 5mm diameter.) to
then the vessel operator would be unaware of the give very low (e.g. 0.01ohm) electrical resistance.
corrosion problem. Monitoring of the Galvanic If a copper bonding strip is used, it should not be
Isolator is important to ensure proper operation of connected directly to the Jet Unit as galvanic
the isolator. The isolator must also have sufficient corrosion will occur. The copper bonding strip
fault capacity to allow circuit breakers to trip under should be connected to the Jet Unit via a stainless
fault conditions. Galvanic isolators that comply with steel terminal connector.
American Boat and Yacht Council recommendations The bonding wire or strip which runs the length of
(ABYC A-28, Galvanic Isolators) will meet the above the Hull, should be kept clear of bilge water.
requirements and are recommended by Hamilton
The main function of the bonding system is to
Jet.
provide a path to battery negative, for stray
A correctly wired polarization transformer in currents.
conjunction with a galvanic isolator is acceptable
An exception exists for Steel and GRP Hulls whose
for connecting to an AC shore power system.
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
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:

4.2
HJ-241 / HSRX 4 PRECAUTIONS AGAINST CORROSION
4.1 GENERAL

1. There is a two wire normally current conducting 4.1.5 Earth Plate Connections for
electrical system which is isolated from the Hull,
Jet Unit and Engine,
Electronic Transmitting
Equipment
2. There is an effective leakage monitoring system,
such as the "Test Light" system, which is used Radios, radar and other transmitting equipment
regularly and the results are recorded. should Not use the Jet Unit for an earth plate but
Without the bonding system to battery negative must have a separate earth plate.
connection, stray current corrosion is possible and Be guided by the installation instructions for the
it is important to check for leakage:- radio; radar equipment etc, but in general these
a) For every item of electrical equipment in systems should be electrically insulated from the Jet
operation. Unit except that both the earth plate and the metal
b) When there is any alteration to the electrical casings of the electrical transmitting equipment
system of the boat. should be connected to the earth bonding system.
c) When any electrical connection is made to 1. An area of metal plate is required which is not
shore. painted and always immersed, even when at
planing speeds. It is always in electrical contact
4.1.3 Corrosion Monitor with the sea water.
It is recommended that a corrosion monitor be 2. The area of metal plate is typically
fitted. approximately 400 x 400 mm and should be
The corrosion monitor should be a high impedance located close to the equipment radiating
device. There must be no possibility of an electrical electrical waves but well forward of the Jet Units.
connection between the Jet Units and the ships 3. For a metallic hull, the earth plate can be a
batteries. thickened area of the hull, formed by welding
If the Jet Units are isolated from the hull, corrosion additional plate inside the hull skin, up to 25 mm
monitoring of each Jet Unit external wetted surface thick.
and internal Intake Duct should be carried out. 4. For a non metallic hull a separate metal earth
If the Jet Units are electrically connected to the hull, plate must be fixed externally to the hull. It
corrosion monitoring of the hull only and each Jet should be of material compatible with both the
Unit internal Intake Duct should be carried out. "bonding strip" and hull (stainless steel is likely
to be the best option. It is not advisable to use
4.1.4 Trim Tabs and Other copper as it can cause corrosion problems for
other metals).
Submerged Fittings
5. The "plate" should have a large stud welded to its
When 2 dissimilar metals are electrically connected centre and protruding inboard to which all the
and submerged in a seawater, then galvanic corro- zero voltage wires from equipment can be
sion can occur. connected to.
If a large stainless steel fitting (such as a trim tab) is
6. The earth plate should be connected by an
electrically connected to the jet, then the corrosion
insulated wire to the vessels "Earth Bonding
protection of the jet unit will be compromised. In or-
System".
der to ensure adequate corrosion protection for the
jet, stainless steel trim tabs should be fully painted
or electrically isolated from the jet unit, or prefera- 4.1.6 Anodes
bly both. Normally an anode would be fitted to the Anodes should not be painted over as they will not
trim tab to provide corrosion protection to the tab. function as intended. If the anodes are being eaten
Trim tabs made of aluminium will not affect the jet away they are providing protection. They should be
corrosion protection. inspected and replaced when half consumed
because the material that remains will not provide
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
can typically be creamy white, light brown or green.

4.3
4 PRECAUTIONS AGAINST CORROSION HJ-241 / HSRX
4.1 GENERAL

This scale, providing it is loose (i.e. easily scraped 4.1.8 Anti Fouling Paint
off with a fingernail), is normal.
If the anodes are not being eaten away, they are
not doing their job and the cause should be Anti Fouling Paints
investigated. One reason could be that the anode Do not use Copper Oxide based
does not have good electrical contact between the anti-fouling paints. Do not paint
component it is protecting and itself. The electrical over the anodes.
CAUTION
resistance should be less than 0.2 ohms.
Poor quality anodes may contain too much iron
impurity. Such anodes tend to form a dense non- The internal wetted surfaces of the Jet Unit,
conducting oxide film (usually charcoal grey in excluding the Impeller, Wear Ring and Mainshaft,
appearance). This condition usually occurs in fresh are finished ex-factory, with a coating
water. To confirm this condition, test for continuity "Trilux"anti-fouling paint, in black.
between the anode and the Jet Unit using a The external wetted surfaces of the Jet Unit
multimeter set to ohms. If the anode has to be including the inside passages of the Reverse Duct,
scraped with a knife to get a conductive reading, the are finished with an International Paints epoxy
anode is oxidized and must be replaced. Sanding undercoat (Intercure 200). This particular coating
the anode surface provides a temporary solution, allows the application of an anti-fouling paint
but it will form the oxide again. system, after an indefinite period of time, without
special paint surface preparation.
JET UNIT ANODES:—The anodes fitted to the Jet Our recommendation is to use any International
Unit are made from zinc alloy to US military Paints anti-fouling that is suitable for an Aluminium
specification MIL-A-18001K or aluminium alloy to Hull. General guidelines for the application of the
MIL-A-24779 (SH). These anodes are fitted to the recommended anti-fouling paint system are shown
Reverse Duct, Steering Deflector, Reverse Cylinder following.
and the main body of the Jet Unit. Anodes are also
fitted internally within the Tailpipe and in most Jet NOTE: These guidelines Do Not apply to the special
models, within the Intake. International Paints “Intersleek” system.
Please contact a local paint representative
HULL ANODES:—Further anodes should be fitted on for detailed application instructions for each
the Hull, sufficient for Hull protection, as type of anti-fouling used.
determined using a portable reference electrode and 1. Remove any dirt, dust, grease etc. from the
digital voltmeter and / or a corrosion monitor. external wetted paint surfaces using an
The Hull anodes should remain immersed at all appropriate solvent.
times. 2. Apply an intermediate coat of International
Paints “Interprotect” to a nominal dry film
NOTE: Anodes fitted on the Transom of a planing
thickness of 50 microns (0.05mm / 0.002”).
speed craft will not be immersed when the
craft is at speed and therefore will not be 3. Apply anti-fouling to the appropriate thickness.
providing protection.
4.1.9 Anti Seize Compound
4.1.7 In Service Checks
In Service, the following three items should be
inspected regularly: Anti-Seize compounds
Do not use anti-seize compounds
1. The Bonding System: For loose or corroded
which are based on graphite,
connections and test to ensure that electrical
CAUTION nickel or copper flakes - these will
resistance is still low.
cause corrosion. Anti-seize
2. All Sacrificial Anodes: Replace when half compounds, usually containing
corroded / eroded. zinc flakes, are available for
3. Earth Leakage: There should be no current aluminium.
leakage from any electrical item to the bonding
system.

4.4
HJ-241 / HSRX 4 PRECAUTIONS AGAINST CORROSION
4.2 ALUMINIUM, G.R.P. AND WOOD HULLS (OTHER THAN STEEL OR CARBON FIBRE)

4.1.10 Impressed Current Protection 4.2 ALUMINIUM, G.R.P. AND

Impressed current protection may be used if WOOD HULLS (OTHER THAN
desired. Follow the suppliers instructions.
Impressed current systems should have a "fail safe" STEEL OR CARBON FIBRE)
feature which prevents the potential falling below -
1100mV referenced to a silver / silver chloride 4.2.1 Earth Bonding System - (Not
reference electrode.
Normally Current Conducting)

REFER DRAWING:
85114 Earth Bonding System Recommendations and
Layout.

In the case of an aluminium Hull, an engine stringer

or any other continuous longitudinal member may
be used as the bonding strip. All junctions should
preferably be welded, but if bolted, should be clean,
have a good contact and be regularly inspected and
maintained.

4.5
4 PRECAUTIONS AGAINST CORROSION HJ-241 / HSRX
4.3 STEEL HULLS AND CARBON FIBRE REINFORCED F.R.P. HULLS

4.3 STEEL HULLS AND CARBON a) Place a silver / silver chloride half cell in the
seawater.
FIBRE REINFORCED F.R.P. b) With the silver / silver chloride half cell
HULLS connected to the ‘common’ of a digital
voltmeter (set to read 0 to 2000 mV).
c) Connect the ‘positive’ terminal to the hull and
For Steel hulls and Carbon Fibre note the reading.
reinforced F.R.P Hulls, the Jet Unit d) Repeat with the ‘positive’ terminal connected
must be electrically insulated from to the Jet Unit(s) body.
the Hull. e) Place a large zinc anode in the seawater and
CAUTION electrically connect the hull to the anode.
f) Repeat the digital voltmeter readings.
An insulating kit is supplied with the Jet Unit for g) If Jet Unit(s) is insulated from the hull, the mV
steel Installations. readings for the Jet Unit(s) should not change.
For Carbon Fibre Reinforced hulls, an alternative h) The mV readings for the hull should be more
reinforcing fibre (such as glass) must be used in the negative (eg: The reading could be -800mV
area where the jet unit is mounted to ensure that without the large zinc anode connected and -
Carbon Fibre does not contact the jet unit or 850mV with the large zinc anode connected to
fasteners. the hull).
i) This test can also be carried out with a
Corrosion Monitor if fitted
4.3.1 Earth Bonding System (Not
3. In Service
Normally Current Conducting) The insulation between the Jet Unit(s) and the
steel hull should be regularly checked.
REFER DRAWING:
85114 Earth Bonding System Recommendations and
Layout 4.4
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.

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

For Steel Hulls:

4.6
Section 5
INSTALLATION

grade aluminium. Weld the Intake Block into the

Hull using the weld prcedure shown on Drawing
Ensure that the engine cooling 85080 Aluminium Weld Procedure for Hamilton Jet
water pick up is not directly Installation or Repair. Ensure that the contours
ahead of the Jet Unit Intake, but between the Hull and the Intake Block at front and
well to the side to avoid turbulent rear are smooth to within 1mm.
CAUTION
water flow into the Jet.
FOR STEEL HULLS:
Refer to Installation Drawing HJ-241-08-003 In-
5.1 BASIC INSTALLATION stallation Details Steel Hull Sht1 & 2.
METHOD AND DRAWING "Intake Block". (Part No. 202402).
REFERENCES Special installation is required to ensure that the Jet
Unit is totally insulated from the Hull.
An insulation kit is supplied to totally insulate the
FOR G.R.P. OR WOODEN HULLS: Jet Unit from the Hull.
Refer to Installation Drawings HJ-241-08-001 In-
stallation Details GRP Hull.
The aluminium "Intake Block" [2] supplied with the
installation kit for fiberglassing into the G.R.P. and
wooden 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. For G.R.P. Hulls,
refer to the Installation Drawings which can be
found at the rear of this Section.

FOR ALUMINIUM HULLS:

Refer to Installation Drawing HJ-241-08-002 In-
stallation Details Aluminium Hull.
The aluminium Intake Block [2] is supplied ready to
weld into a prepared opening in the hull bottom.
For further details contact 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

5.1
5 INSTALLATION HJ-241 / HSRX
5.2 HULL PREPARATION

5.2 HULL PREPARATION forward end. Use the weld procedure shown on
Drawing 85080 Aluminium Weld Procedure for
Hamilton Jet Installation or Repair.
In Multi Jet Unit installations, Ensure that the contours between hull and Intake
each Jet Unit may have been Block, at front and rear, are smooth to within 1 mm.
configured for Port, Starboard or
Centre mounting. Care should be FOR STEEL HULLS:
CAUTION
taken to ensure that each Jet is Refer to Installation Drawing HJ-241-08-003 In-
fitted in its correct position. stallation Details Steel Hull Sht1 & 2.

5.2.1 Fixing the Intake Block to Hull ELECTRICAL ISOLATION :—The Intake Block, Jet
Unit and Transom Plate must be completely
electrically isolated from the rest of the Hull. This is
G.R.P. HULLS OR WOODEN HULLS:
achieved by the use of gaskets, bushes and studs, as
Drawing HJ-241-08-001 Installation Details GRP shown on the Hull Installation Drawings.
Hull.
If possible, tape the Intake Block into the hull mould INSTALLING THE INTAKE BLOCK:—A steel recess
prior to moulding the hull. For centre-mounted jets must be built into the Hull to accept the Intake
an additional smooth surface will have to be taped Block, as shown on the Installation drawing.
to the mould in front of the Intake Block to mould
over and form a fairing between the vee hull form NOTE: The prepared opening has sloping faces fore
and flat of Intake Block. For a Wooden hull, or an and aft to match the Intake Block. Use the
existing GRP hull, cut a hole in the hull larger than following procedure to mount the Intake
the Intake Block base flange to allow a scarfed joint Block.
in GRP between the Intake Block and the hull, as
1. Once the prepared recess in the Hull is
shown on the installation drawing.
completed, trial fit the Intake Block in place using
After moulding, drill 22 x 9mm diameter holes at the 3mm spacers instead of the Intake Block Gasket
cast dimples in the bottom of the Intake Block up [17].
through the Intake Block flange and Hull.
Countersink the holes to accept the 8mm 2. With the Intake Block in place,
countersunk Screws [11]. Fit the countersunk 3. Drill 22 x 8.5 mm diameter holes at the cast
Screws [11], Flat Washers [6], Spring Washers [5] dimples in the bottom of the Intake block, up
and Nuts [4], using RTV Silicon Sealant, [7] through the Intake Block Flange and Hull.
provided. Tighten to torque for M8 Nuts, refer to 4. Drill through the countersunk points on the
Drawing 85113 Recommendations for Fastener Lock- Intake Block from below, with an 8.5 mm dia
ing, Torques and Threading Lubrication Sht 1. drill. After piercing the Intake Block, make a
Ensure that the contours between the hull and the small marking cut in the steel hull with the drill.
Intake Block, at front and rear, are smooth to within 5. Remove the Intake Block and clean off all burrs.
1 mm.
6. Drill out the marked positions in the steel edges
of the prepared opening to 12 mm to accept the
ALUMINIUM HULLS:—Drawing HJ-241-08-002 In-
Nylon Insulating Bushes [19]. Remove all burrs.
stallation Details Aluminium Hull.
Once fitted, the Intake Block becomes part of the 7. Fit the Insulating Bushes [19] and trim to the
Hull and is not removed when servicing the Jet Unit. correct length. Remove the Insulating Bushes
To assist with the correct alignment of the Intake from the Intake
Block to the Hull bottom, the centreline is marked 8. Liberally smear both sides of the Intake Block
fore and aft on the Intake Block. Gasket [17] with RTV Sealant [7] and fit the
The Intake Block is welded into the Hull. The Intake Intake Block Gasket onto the Intake Block.
Block base is butt welded flush with the underside of
the hull bottom as shown in Drawing HJ-241-08- NOTE: The Gasket is designed to fold down around
002 Installation Details Aluminium Hull. the edges of the Intake Block.
The protruding weld on the underside of the hull
must be as small as possible especially at the

5.2
HJ-241 / HSRX 5 INSTALLATION
5.3 EQUIPMENT PREPARATION

9. Smear RTV Sealant [7] on the top of the Gasket 5.3 EQUIPMENT PREPARATION
[17] and run a bead of RTV Sealant around the
internal corner of the prepared recess. Do not pack the Jet Unit until it is required for
installation. This prevents mechanical damage
10.Ensure that all the Bolts [18] are liberally and entry of foreign matter. Unpack carefully to
smeared with RTV Sealant prior to fitting. prevent damage and loss of small items.
11.Install the Intake Block and secure in 3 positions
with Bolts [18], Nylon Insulating Bushes [19], Flat 5.3.1 Steering Components
Washers [6], Spring Washers [5] and Nuts [4].
Hand tighten. Drawing HJ-241-06-000 Steering Assembly General
Arrangment Sht1 & 2.
12.Check for electrical isolation between the Intake
The Jet Unit is shipped complete with the steering
Block and the vessel Hull before fitting the
components attached. It should not be necessary to
remaining bolts.
remove any steering components prior to
13.Fit the remaining Bolts [18], Nylon Insulating installation.
Bushes [19], Flat Washers [6], Spring Washers
[5] and Nuts [4]. NOTE: For Hydraulic Steering options only, the
14.Torque load all the Bolts and Nuts incrementally Steering Cylinder will be supplied separate to
to the recommended torque. the Jet Unit. The boat builder will be
responsible for attaching the Steering
15.Once the Intake Block is installed, check again for Cylinder to the vessel on completion of the Jet
electrical isolation and then fill any gap at the installation.
edges and corners with RTV Sealant. Clean off
If problems occur with installation, refer to Section
any excess Sealant and trim off any protruding
9.4 Steering Assembly Removal and Overhaul and
part of the Intake Block Gasket [17].
Section 9.5 Steering Assembly Re-Fitting, drawings
CT-SJK-02-005 Steering Cylinder, Seastar and CT-
5.2.2 Transom Preparation HLM-06-002 Helm Wheel Options for removal and
An area at 95º to the Jet Intake base has to be refitting instructions.
prepared as shown on the appropriate Installation
Drawings. 5.3.2 Reverse Components
Drawings HJ-241-07-001 Reverse Assembly Sht1 &
FOR GRP AND WOODEN HULLS:—Drawing HJ- 2 refer.
241-08-001 Installation Details GRP Hull.
The Jet Unit is shipped complete with the Reverse
• An area of 95º to the Jet Intake Base has to
Cylinder and Reverse Duct attached. If, during
be prepared as shown on the Hull Prepara-
installation, the Reverse Duct needs to be removed,
tion Drawing.
refer to Section 9.2 Reverse Assembly Removal and
• An insert can be taped into the Hull mould
Overhaul for the removal and refitting procedure.
so the required area at 95º can be moulded
with the Hull. 1. Remove any Position Sensors and Linkages
• Alternatively, the area to be at 95º can be attached to the inboard end of the Reverse
cut from the Transom and re-fibre glassed Cylinder.
back at the correct angle. One method to 2. Take care to label all electrical terminals for
locate the cut-out Transom at the correct correct re-assembly.
angle is to install the Jet Unit, bolt the
3. Make every effort to remove sensors in such a
Transom Plate assembly and Transom cut-
way that they can be replaced with minimum
out into position on the Jet, then fibreglass
disturbance to their original position. Refer to the
the cut-out back into the Transom.
Controls Manual supplied with this Jet Unit for
further information.
FOR METAL HULLS:—If the Transom is not close to
the angle required, cut out the required area,
reposition at the required angle and re-weld back to
the Transom with any necessary inserts at the sides
and top.

5.3
5 INSTALLATION HJ-241 / HSRX
5.4 MOUNTING THE JET UNIT

5.3.3 Removal of Other Parts 5.4 MOUNTING THE JET UNIT

The Jet Unit is shipped with the Controls System
fitted. Should it be necessary to remove the Controls
System, refer to the Controls Manual supplied, for In Multi Jet Unit installations,
details on the fitting and removal procedures. 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-241-08-001 Installation Details

GRP Hull.
Aluminium Hulls; HJ-241-08-002 Installation De-
tails Aluminium Hull.
Steel Hulls; HJ-241-08-003 Installation Details Steel
Hull Sht1 & 2

PREPARATION:—After mounting the Intake Block

and making the Transom hole in the hull:-
1. Ensure that the Reverse Duct and Tailpipe have
been removed complete from the Jet Unit as
shown in Section 5.3.2 Reverse Components and
Section 9.2.1 Reverse Duct Removal that the
Transom Plate has been removed from the Jet
Unit as shown in Section 9.8 Transom Plate As-
sembly Overhaul. The Reverse Duct needs to be
removed because the Jet Unit is installed from
inside the hull, and the Reverse Duct cannot fit
through the Transom hole.
2. To fit the Jet Unit complete with the Intake Screen
attached, using approved lifting equipment, lift
the Jet Unit with the Intake Screen attached, 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 9.10.4 Screen Removal.
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
HJ-241 / HSRX 5 INSTALLATION
5.4 MOUNTING THE JET UNIT

5.4.1 Mounting the Jet Unit to the 5.4.2 Assembly of the Transom Plate
Hull to the Hull
G.R.P Hulls; HJ-241-08-001 Installation Details 1. Ensure that the Reverse Duct has been removed
GRP Hull. from the Jet Unit. Refer to Section 9.2.1 Reverse
Aluminium Hulls; HJ-241-08-002 Installation De- Duct Removal.
tails Aluminium Hull. 2. Remove the Nozzle, Nozzle Housing and Nozzle
Steel Hulls; HJ-241-08-003 Installation Details Steel Insert complete from the Jet Unit. Refer to Section
Hull Sht1& 2. 9.4.3 Nozzle Assembly Removal.
3. Remove the Tailpipe from the Intake. Refer to
1. Using approved lifting equipment, lift the Jet Unit Section 9.7.2 Tailpipe Area - Dismantling.
off the Hull and move it away from the Intake 4. Place the Transom Plate over the rear of the Jet
Block. Unit and up against the Transom.
2. Ensure threads of the Studs [3] are clean before 5. Centralize the Transom Plate in relation to the
applying Loctite. Intake.
3. Coat the threads of the Studs [3] with Loctite 262 6. Make small locating dimples in the Transom for
provided and tighten the Studs into the tapped the 12 securing Screws, by using a 9mm diameter
holes in the Intake Block [2]. A convenient drill through the holes in the Transom Plate.
method of fitting the studs is to tighten two nuts
together on the top of the stud so that a spanner 7. Slide the Transom Plate back off the Tailpipe.
can be engaged on the nuts to tighten the studs 8. Drill 9mm diameter holes through the Transom
into the base. using the dimples to locate.
4. Liberally apply neutral cure R.T.V. Silicone 9. Remove the Transom Plate and clear away any
Sealant [7] to the top of the Intake Block and the swarf and burrs.
underside of the Jet Unit Flange and around the 10.Lubricate the Transom Seal O-Ring [8] with
Studs [3]. vegetable oil. Fit in place on the Intake. Take
5. Carefully position the Jet Unit centrally over the care not to get any oil on the Transom where
Intake Base and slowly lower the Jet Unit Flange sealant will be applied.
onto the Studs on the Intake Block. 11.Liberally apply neutral cure RTV Silcone Sealant
6. Ensure that the Studs fitted to the front of the Jet [7] (supplied) to the Transom Plate contact area
Intake, pass through the Intake Block. on the Hull and also to the joint face of the
7. Secure the Jet Unit Intake to the Intake Block with Transom Plate and the heads of the attachment
Flat Washers [14]. Spring Washers [13] and Nuts Screws [9].
[12]. Tighten the Nuts [12] to the recommended 12.Fit the Transom Plate [1] up over the Mainshaft
torque as shown on Drawing 85113 Recommen- and Impeller. Fit over the O-Ring [8] fitted to the
dations for Fastener Locking, Torques and Thread- Intake and align into position with the holes
ing Lubrication Sht 1. already drilled in the Transom.
8. Remove excess sealant from inside and outside 13.Secure the Transom Plate to the Transom using
the Jet Unit. Screws [9], Nuts [4], Flat Washers [6] and Spring
9. If not already connected, attach the Screen Rake Washers [5] as shown in the installation
Spring [7] fitted to the Screen Rake Actuator [2], drawing.
refer to Drawing HJ-241-09-002 Screen Rake As-
NOTE: Ensure that the screw heads are positioned
sembly.
on the outside of the Transom as shown on
the Installation Drawings.
14.Tighten all the securing Screws [9] to the
recommended torque as shown in Drawing
85113 Recommendations for Fastener Locking,
Torques and Threading Lubrication Sht 1. Wipe
off any excess sealant.

5.5
5 INSTALLATION HJ-241 / HSRX
5.5 FINAL ASSEMBLY

15.Refit the Tailpipe to the Jet Unit. (Refer to Section 5.5 FINAL ASSEMBLY
9.7.7 Tailpipe Overhaul).
Refer to Drawings HJ-241-01-000 Basic Jet Assem-
16.Refit the Nozzle, Nozzle Housing and Nozzle blies Standard and Dry Run Sht 1 & 2.
Insert to the Jet Unit. (Refer to Section 9.5.2 Re-
The Reverse Duct and Steering Assembly should
Assemble the Nozzle / Nozzle Housing to the Tail-
have been removed prior to the installation of the Jet
pipe" and Section 9.5.3 Steering Shaft Re-Fitting).
Unit through the Transom hole.
The Reverse Duct and Steering Assembly can now
be re-fitted to the Jet Unit as shown in the following
procedures:-

5.5.1 Reverse Cylinder Fitting

Refer to Drawing HJ-241-07-001 Reverse Assembly
Sht1 & 2. The Reverse Cylinder may now be re-fitted
to the Jet Unit in accordance with the instructions at
Section 9.3.1 Reverse Cylinder: Refit to the Jet Unit.

5.5.2 Reverse Duct Fitting

Using the appropriate approved Lifting Equipment,
refit the Reverse Duct as shown in Section 9.3.2 Re-
verse Duct: Refit to the Jet Unit.

5.5.3 Re-Fitting the Steering

Components
Drawing HJ-241-06-000 Steering Assembly General
Arrangment Sht1 & 2 refer.

STEERING CYLINDER FITTING.

Refer to Section 9.5 Steering Assembly Re-Fitting and
Drawing CT-SJK-02-005 Steering Cylinder, Seastar
for the re-fitting of steering components.
1. The boat builder is to mount the Steering
Cylinder to provide equal travel on either side of
the centre position to ensure that the Steering
cylinder reaches the end of its stroke, in both
directions before the Steering Nozzle reaches the
limit of its travel.
2. Refit any Sensors attached to the Tiller. Refer to
the Overhaul Section of the Controls Manual.

PUSH PULL CABLE SYSTEM:

Refer to Drawing CT-HLM-06-002 Helm Wheel Op-
tions.
1. This is a steering option and is not "Standard Fit"
for the HJ-241 Jet Unit.
2. If choosing a Push-Pull Cable, use a heavy duty
Rotary system or a Rack and Pinion system. For
lightest steering action, keep the number of
bends in the cable to a minimum and ensure that

5.6
HJ-241 / HSRX 5 INSTALLATION
5.5 FINAL ASSEMBLY

bend radii are as large as possible. Make sure TRIPLE JET INSTALLATION:
cables are well lubricated prior to installation. Refer to Drawings HJ-241-06-000 Steering Assembly
3. The cable should be connected to the lower hole General Arrangment Sht1 & 2.
in the Tiller Arm for all single Jet installations. In One Steering Cylinder only is required which should
the case of multiple Jet installations, the outer mount on to the “Adjustable Tiller” fitted to the
hole may be used to reduce the helm load if Center Jet.
necessary. Two swivel ended Tie Rods are used to interconnect
from the “Adjustable Tiller” fitted to the Center Jet to
5.5.4 Assembling the Jet Steering “Adjustable Tillers” fitted to the outer Jets.
Tillers
The Jet Tiller as supplied, is pre-drilled for
5.5.5 Centering the Jet(s) Steering
attachment of the tie rod bolts. The Tiller has been Before mounting the Cylinder or fitting the Steering
drilled with a series of holes in the surface of the Tie Rod(s) (for multiple Jet applications), ensure that
Tiller. These holes are spaced at 5º intervals. Refer all Nozzles are set to the “dead ahead” position and
to Drawing CT-SJK-02-005 Steering Cylinder, Seas- temporarily clamp the Nozzles so that the Tillers
tar in the drawings package. will not move from the dead ahead position.
The position for attaching the Tie Rods to the Tiller
to suit the different deadrise angles is at an angle
from the Jet centreline which is equal to the deadrise
angle. Attach the Tie Rod to the Tiller at the nearest
appropriate drilled hole on the Tiller. For correct
fitting and positioning of the Jet Unit Tillers and Tie
Rods for Twin and Triple Jet applications, refer to
Drawing HJ-292-06-000 Steering Assembly General
Arrangment Sht2.

NOTE: Ensure that the Cotter Pin is fitted as shown

in Drawing HJ-241-06-000 Steering
Assembly General Arrangment Sht1 for all
applications of Tiller orientation.

SINGLE JET INSTALLATIONS:

Refer to Drawing CT-SJK-02-005 Steering Cylinder,
Seastar for Steering Cylinder attachment.
Assemble the Cotter (taper) Pin in the Steering Crank
as shown in Drawing HJ-241-06-000 Steering As-
sembly General Arrangment Sht1 & 2

TWIN JET INSTALLATION:

Refer to Drawings HJ-241-06-000 Steering Assembly
General Arrangment Sht1 & 2.
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.
An“Adjustable Tiller” for Tie Rods can be fitted to
the Steering Shaft to facilitate steering tiller
adjustment to compensate for various hull
deadrises.

5.7
5 INSTALLATION HJ-241 / HSRX
5.6 DRIVELINE AND ENGINE INSTALLATION

5.6 DRIVELINE AND ENGINE 5.6.2 Engine Cooling

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

DRIVESHAFT INSTALLATION: The engine may be cooled conventionally or by

making use of the BSP inboard water offtake from
Use a Double Universal Driveshaft with a slip joint
the Jet. The Jet is supplied with the water offtake
(sliding spline). Any axial float will be taken up in
plugged by a combined Plug / Hosetail. To convert
the Driveshaft. Flywheel adaptors may be used to
the Plug to a Hosetail, the end of the Plug is cut off
match the driveshaft flange. Consult the Sections
with a hacksaw and the cooling system plumbed
on JET MAINSHAFT ALIGNMENT and DESIGN
from the Hosetail. Refer to Section 3.7.3 Cooling.
BASICS to get the engine location and shaft line
angle correct. There is a 1¼" BSP outboard water offtake which
provides water at approximately 10 kPa (1½ psi) at
600 RPM and up to 31kPa (45 psi) at - 260 Kw (350
Consult C.W.F. Hamilton & Co. Ltd for an
hp) - refer to Section 3.5 Water Off-Take. The water
Engineering Check of driveline proposals.
may be fed directly to the engine without the need
for a raw water pump, provided that:
DRIVELINE COMPONENTS FOR DIESEL ENGINES:
4. The pressure from the water offtake at idle is
The Driveline for a diesel engine installation will
sufficient to cool the engine.
require a flexible Coupling normally mounted on the
engine flywheel. It is essential that the Coupling is 5. The engine can withstand the full pressure from
sufficiently flexible to ensure that the slow speed the water offtake.
torsional vibration resonance point occurs below • To be sure of correct flow for engine cool-
engine idle RPM. The engine manufacturer will be ing, a conventional water pick up and the
able to calculate the torsional coupling stiffness engine raw water pump should be used.
required to achieve this. • The Jet Unit water offtake can be used for
a deck cleaning hose but the pressure is
not high enough for a fire hose. The jet is
5.6.1 Mounting the Engine
supplied with the water offtake plugged.
Mount the engine via mounting feet fixed to the
If shallow water operation is anticipated a sand trap
engine bearers. The feet and bearers do not have to
should be installed in the cooling line to prevent
withstand the propulsion thrust load which is
sand from clogging the cooling system. A Sand Trap
transmitted from the Jet directly to the hull. Flexible
Kit can be purchased from C.W.F. Hamilton & Co.
engine mounts will reduce vibration and noise but
Ltd. (Drawing HJ-241-12-000 Sandtrap & engine
these must be used in conjunction with a driveshaft
Cooling refers).
system which does not cause a radial or side load at
the jet coupling as the engine moves. Refer to It is common to use a heat exchanger and a separate
Section 3.4 Jet Mainshaft Alignment and also Section cooling water circuit for the engine so that the river
3.3.3 Drive Shaft Options for recommended or seawater does not enter the engine. In this case
driveshaft and engine installation angles. the cooling water from the jet water offtake goes
through the heat exchanger circuit.

5.8
HJ-241 / HSRX 5 INSTALLATION
5.6 DRIVELINE AND ENGINE INSTALLATION

5.6.3 Engine Systems

Refer to Section 3.7.4 Engine Systems.

5.6.4 Exhaust Systems

Refer to Section 3.7.4 Engine Systems.

5.6.5 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.

5.9
5 INSTALLATION HJ-241 / HSRX
5.7 INSTALLATION CHECKS FOR THE JET UNIT

5.7 INSTALLATION CHECKS FOR JET UNIT: GENERAL:

THE JET UNIT 1. Ensure that the Impeller is fitted to match the
engine rating. The Impeller part number
(Stamped on the Impeller Hub) can be viewed
JET UNIT: MOUNTING: through the Main Inspection Cover.
1. Check that the Intake Block is faired to the hull 2. Check that the internal and external Anodes are
bottom. Contours should be smooth with no in place and have not been painted over. (Refer
steps or protrusions greater than 2mm. to Drawing HJ-241-13-002 Anode Locations).
2. Check that there are no flow obstructions 3. If antifouling has been applied to the Jet Unit
forward of the Intake (Refer to Hull details in the casing, ensure that it is compatible with
Jet Designers Manual and also Section 3.2 Hull aluminium (i.e. Not copper based).
Designand Section 5.2 Hull Preparation in this
4. Check that the Main Inspection Cover O Ring is
manual).
correctly located and that the securing Nuts are
3. Inspect the Intake Block for obvious distortion or tightened to the recommended torque.
gaps between the Jet Unit Intake and the Intake
5. Check any water offtake connections (if fitted) for
Block.
correct fitting and security. Check that any
4. GRP and Aluminium Hulls Only; Check that the unused water offtakes are correctly plugged.
silicone sealant between the Intake Block and the
6. Check that the Bearing Housing has been filled
Jet Unit Intake has not squeezed out into the
with the recommended grease prior to operating
water passage. Trim off excess sealant if
the Jet Unit for the first time. Refer to Section 9.6.3
necessary.
Re-Assembly of the Bearing Housing, Item 28.
5. Steel Hulls Only; Check that the sealant between
the Intake Block and the Jet Intake has not DRIVE SHAFT:
squeezed out into the water passage. Check that
the Intake Block Gasket and sealant between the 1. Ensure that the Driveline details have been
Intake Block and the Hull Flange has not checked and approved by CWF Hamilton & Co
squeezed out into the water passage. Check that Ltd.
the Intake Block Gasket has been fitted properly, 2. On universal joint drive shafts (Refer to Section
reposition if required and trim off any excess 3.3 Drivelines in the "Design Basics" Section of
sealant if necessary. the Manual) check the following:-
6. Check the Transom Plate Seal is correctly located • Yoke offset angles are in the same plane,
and secured. (Do not over tighten). If two people are equal and <5°.
are available and the vessel is indoors, a strong • Yokes are in the same plane.
light may be used to check the fit of the Transom 3. On Line Shafts supported by bearings (Refer to
cutout and Transom Seal. Section 3.3 Drivelines in the "Design Basics"
7. Steel Hulls Only; Check that the Jet Unit is Section of the Manual) check the following:-
insulated from the Hull (Refer to Section 4.3.2 • Support bearings are aligned with the engine
Checking the Insulation and the Installation flywheel.
Drawings contained in this manual). • Outer support bearings are positioned close
to the end couplings.
8. Check that the engine exhausts are above the
expected waterline or well clear of the water jets.
Refer to Section 3.7.5 Exhaust Systems in the
"Design Basics" Section and Section 5.6.4 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 13: Allow-
able Trim Tabs Location in the "Design Basics"
Section of this manual.

5.10
HJ-241 / HSRX 5 INSTALLATION
5.8 INSTALLING THE HSRX REVERSE SYSTEM

5.8 INSTALLING THE HSRX 3. Ensure that the dot on the end of the Reverse
Shaft Assembly is positioned uppermost. If the
REVERSE SYSTEM Shaft Assembly is 180° out of position, with the
Refer to Drawings HJ-241-07-001 Reverse Assem- Cylinder correctly mounted, the HSRX Reverse
bly Sht1 & 2. will not work properly. To correct a wrongly
1. Prior to inserting the Jet Unit through the positioned Shaft Assembly, with the cylinder
Transom hole, remove the Reverse Duct as correctly mounted, remove the pin which
instructed in the Overhaul Section of the Jet Unit connects the Shaft Assembly to the Reverse duct
Manual. and rotate the Shaft Assembly using an
adjustable wrench on the Shaft Assembly end
2. After the Jet Unit has been mounted in the vessel flats. Do not grip the Shaft Assembly itself as
and the Reverse Duct has been re-fitted, connect surface damage on the Shaft Assembly will
the HSRX Reverse Cylinder to the Reverse Duct, damage the Cylinder Seals.
ensuring that the Reverse Shaft Assembly is
orientated the same way as it was previously.
5.8.1 Remote Operating Systems

Figure 27: Remote Operating Systems

5.8.2 Cable Installation CABLE RUNS SHOULD NOT EXCEED 12m. Cable
runs above this length could result in a reduction in
The HSRX Reverse System is supplied with a cable
Reverse Duct control quality.
mounting plate (fitted to the end of the HSRX
Cylinder).
The recommended cable is the Morse 33c Supreme MINIMISE THE NUMBER OF BENDS. The diagram
(low friction) cable. The Cable Mounting Plate has illustrates the ideal arrangement for a dual station
been designed to suit this cable. system. Total bend angle per cable in this system is
180º. Do not exceed 360º per total as this will
A suitable controller is the Morse "S" Controller
result in excessive lost motion (backlash).
which can be fitted with a "Neutral Detent and
Engine Start Interlock" microswitch. This Cable "Station Exchanger" systems may allow
microswitch prevents the engine from being started reduced cable length and bends but tend to
with any other than the "Neutral" position selected introduce excessive lost motion (backlash)
on the Reverse Controller. Refer to Drawing CT- themselves. For cable runs longer than 12m, refer
CLV-01-003 Reverse Controller. to Section 5.8.4 Alternative Remote Operating Sys-
tems.

5.11
5 INSTALLATION HJ-241 / HSRX
5.8 INSTALLING THE HSRX REVERSE SYSTEM

5.8.3 Reverse Control Lever

Adjustment
Refer to Drawings HJ-241-07-001 Reverse Assem-
bly Sht1 & 2
1. With the Reverse Control Lever in the full ahead
position, the HSRX Lever should be touching the
Stop Pin. This ensures that the By-pass is
operating in the full ahead position.
2. Adjust the Reverse Control Lever full ahead Stop
Screw to achieve this with no excess Lever
movement.
3. If the Reverse Control Lever has no stops, it will
be necessary to adjust the Cable mounting
position on the Cable Mounting Plate and / or the
Actuation radius at the Reverse Control Lever.
4. Check the oil tank level using the dipstick.
5. Check Belt Tension refer to Drawing CT-HPU-
01001 Hydraulic Power Unit and Section 8.5.2
HSRX Controls Servicing Details.

5.8.4 Alternative Remote Operating

Systems
Pneumatic (Teletronic, MMC etc).
Electronic.

Consult C.W.F Hamilton & Co Ltd if proposing to

use an alternative remote operating system.

5.12
Section 6
COMMISSIONING

This information is intended for use by CWF 6.2 POST LAUNCH CHECKS
Hamilton representatives. Refer to the Controls
System manual for details of commissioning Perform the following procedures before the
checks specific to the controls system. engines are started.
1. Check that there are no water leaks:
a) At the Transom Seal.
Ensure that the vessel is securely b) At the Intake Base.
moored, as during commissioning c) From under the Bearing Housing (Water Seal
the jet unit may produce large leak).
thrust forces.
WARNING 2. Check the JHPU oil level.
Do not proceed if any of the Con- 3. Check the oil level in the Pump Reservoir and
trol Systems Fault Alarms are still refill as required. See Section 8.5.2“HSRX Con-
activated trols Servicing Details” Item 3.
4. Ensure that the HSRX Control Lever is touching
the stop pin when the Reverse Control is in the
6.1 PRE-LAUNCH CHECKS full ahead position.

1. Check all hydraulic shafts for damage and that

they are free from contamination (Weld splatter, If the HSRX Control Lever does not
grinding dust, fibreglass resin, etc). touch the Stop Pin when the Reverse
Control is in the "Full Ahead" posi-
2. Check that all Inspection Covers on all Jet Units
tion then overheating of the HSRX
are securely attached. CAUTION
System may occur.
3. Ensure that the Bearing Housing is filled with the
correct amount of grease prior to operating the 5. Check that the waterline is up to at least the
Jet Unit for the first time. (Do not over grease). Mainshaft centreline so that the Jet Unit will
prime (pump water properly) when the engine is
4. STEEL HULLS ONLY: Check that the insulation
started.
between the Jet Unit and the Hull of the vessel
measures NOT LESS THAN 1000 Ohms. Refer to 6. Ensure that the vessel is securely moored fore
Section 4.3.2“Checking the Insulation” for further and aft and is located in deep clean water.
details.

6.1
6 COMMISSIONING HJ-241 / HSRX
6.3 ENGINE RUNNING CHECKS (VESSEL MOORED)

6.3 ENGINE RUNNING CHECKS 13.Move the Reverse Control Lever slowly to fully
lower and raise the Reverse Duct several times.
(VESSEL MOORED) This will purge the hydraulic system of air.
1. The Water Bearing (Cutless Bearing) must 14.The Reverse Control Lever should now be moved
operate wet. Do Not operate the Jet Unit with the to full astern position. There is no Astern Stop
vessel out of the water, or with the vessel ballasted for the HSRX Lever. The full astern Reverse
such that the jet unit does not prime (pump water Control Lever Stop should be adjusted so that the
properly) when the engine is started. Reverse Duct travels fully down (cuts across the
2. Ensure that the vessel is securely moored fore jetstream completely) with no surplus Reverse
and aft, in deep water. Control Lever travel.
3. With the Reverse Lever set to “Zero Speed”, the 15.If more Reverse Control Lever movement is
engine(s) may be started and the engine required (for greater sensitivity) and spare cable
suppliers representatives can carry out engine movement is available, the cable actuation radius
checks. can be altered at the Reverse Control Lever.
4. If the engine cooling water is taken from the Jet NOTE: Not all Reverse Control Levers have an
Unit water offtake, confirm that water is passing adjustable detent. C.W.F. Hamilton & Co.
out of the engine exhaust outlets, where possible. Ltd. recommend that any Reverse Control
Periodically check that the engine is running at Lever Detent action is de-activated.(not
the correct operating temperatureas this ensures used). The reason is that the Zero Speed
that the engine is receiving sufficient water from position will vary with wind and tide and
the Jet Unit water offtake. Check that the cooling small movements either side of a detented
water hoses are secure. position would become difficult to achieve.

Failure to check cooling water NEUTRAL DETENT AND ENGINE START

hoses may result in flooding of the INTERLOCK MICROSWITCH ADJUSTMENT (IF
vessel. FITTED).
If microswitch adjustment is required, the
CAUTION
manufacturers instructions for the microswitch
should be followed.
5. With the engines set to idle and the vessel
securely moored in deep water, have someone
monitoring the Reservoir and refill as required.
6. Idle the Engine at the lowest possible RPM.
7. Run the Pump for 5 minutes approximately
without moving the Controls - this will purge air
from the Oil Cooler. Refill the Oil Reservoir.
8. Start the Engine, operate the controls to stroke
each cylinder at least 10 times. This should
purge any remaining air out of the system.
9. Top up the Pump Reservoir.
10.Check the System to ensure that it is not
overheating. It should be possible to hold your
hand on any component for at least 2-3 seconds.
11.Ensure the Intake is under water - either with the
boat trailer reversed into the water or with the
boat moored securely.
12.Run the engine at idle, and recheck / refill the oil
in the Tank to the correct level shown on the
Dipstick.

6.2
HJ-241 / HSRX 6 COMMISSIONING
6.4 VESSEL SPEED AND HANDLING TRIALS

6.4 VESSEL SPEED AND 6.5 AFTER INITIAL TRIALS (AFTER

HANDLING TRIALS ENGINE SHUT DOWN)
1. Refer to Section 8.4“Servicing Intervals” for any
after trials maintenance that may be required.
If a problem is detected, return to
the mooring immediately, at 2. Ensure that all important information recorded
reduced power. DO NOT operate during trials is stored for later reference.
the jet unit until the fault has been 3. Check for water leaks around the Jet Unit
CAUTION
repaired. refer to section 7 Fault especially at the Transom Seal at the Intake Block
Finding. and under the Bearing Housing (Water Seal
leaks).
1. Leave the mooring and check that the steering is 4. STEEL HULLS ONLY: Check that the insulation
operating correctly at “Forward Speed”, at “Zero between the Jet Unit and the Hull of the vessel
Speed” and at “Astern”. measures not less than 1000 Ohms. Refer to
Section 4.3.2“Checking the Insulation” for further
2. Observe the waterjet emerging from the Steering details.
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.

6.3
6 COMMISSIONING HJ-241 / HSRX
6.5 AFTER INITIAL TRIALS (AFTER ENGINE SHUT DOWN)

6.4
 Part C
Servicing Information

• Fault Finding
• Maintenance
• Overhaul
HM-811
Section 7
FAULT FINDING

HOW TO USE THIS FAULT FINDING TABLE: 3. Use the “REFER” column for more information
1. Look for a symptom that is similar to what you on each solution.
have 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 5: Jet Unit Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

1 The Engine unloads (RPM increases).

There is some blockage in the Jet The Blockage must be removed. Sect. 2.9
Unit. Check Water Seal, Inspection Cover, Hull Sect. 9
Air is getting into the Jet. design; Consult C.W.F. Hamilton & Co Ltd. Sect. 3
2 A lack of Jet thrust (boat speed drops while RPM is high).
There is some blockage in the Jet. The Blockage must be removed. Check Sect. 2.9
Air is getting into the Jet. Water Seal, Inspection Cover, Hull design, Sect. 9.6.2
Consult C.W.F. Hamilton & Co Ltd. Sect. 9.9
Sect. 3.2
3 Excessive noise and vibration coming from the Jet Unit.
Blockage of the Jet Unit. The Blockage must be removed. Sect. 2.9
Blockage of the Impeller or Stator. Clear the Impeller. Sect. 8.5.1/1
4 Water leaking from under the Front Bearing
Faulty Water Seal. Replace the Water Seal. Sect. 9.6

7.1
7 FAULT FINDING HJ-241 / HSRX
7.1 JET UNIT FAULTS

Table 5: Jet Unit Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

5 Excessive high pitched rattling, or rattling whine coming from the Jet Unit.
Blockage of the Jet Unit. The Blockage must be removed. Sect. 2.9

Faulty Thrust Bearing. Inspect and repair the Thrust Bearing. Sect. 9.6

Cavitation is occurring. Blocked Intake Screen. Sect. 2.8

Sect. 2.9
Check for Blunt or damaged Impeller. Sect. 9.7.6
Excessive Impeller tip clearance. Sect. 9.5.2
Wrong type of Impeller fitted. Refer Draw-
Vessel overloaded. ing HJ-241-
Weight too far aft. 03-001
Impellers
Bad weather or sea conditions.

Poor installation of Jet Unit into vessel. Sect. 5

6 Bad vibrations.
Blockage of the Jet Unit. The blockage must be removed Sect. 2.9.3
Worn Marine Bearing, or Marine Check and clear the water drain hole in the Sect. 9.7.1
Bearing water drain hole in the Tail- Tailpipe Cone, inspect and repair the
pipe blocked. Marine Bearing. Sect. 8.5.1/1
Something caught in the Impeller. Check through Inspection Hatch, clear
obstruction.
Refer to
Worn driveshaft universal joints. Inspect and repair the driveshaft as per Manufactur-
manufacturer’s recommendations. ers Manu-
als.
7 Engine revolutions gradually increasing over a period of time. Take off performance poor.
Worn or blunt Impellers. Inspect and repair the Impeller as well as Sect. 8.5.1/
the Wear Ring. 17a) &
17b).
Excessive Impeller tip clearance. Inspect and repair the Impeller as well as Sect. 9.7
the Wear Ring.
8 Sudden increase in engine revolutions with no noticeable decrease in thrust.
Air ingestion, or cavitation. See No.5 above.

Faulty tachometer. Repair tachometer.

9 Excessive engine revolutions, noisy Jet Unit and aerated water from Nozzle.
Screen blocked with wood or debris Remove blockage. Sect. 8.5.1/1
or rope through Screen and wrapped & Sect. 2.9
around shaft.
Object jammed in Stators and / or Remove object.
Impeller.

7.2
HJ-241 / HSRX 7 FAULT FINDING
7.1 JET UNIT FAULTS

Table 5: Jet Unit Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

10 Low Engine RPM.

Problem with engine. Investigate the operation of the engine Refer to
engine man-
ufacturers
manual.

Incorrect Impeller and Nozzle selec- Contact C.W.F. Hamilton & Co Ltd. for a Refer to
tion. check to be made. Drawings
HJ-241-03-
001 Impel-
lers and HJ-
241-06-000
Steering
Assembly
General
Arrangment
Sht1 .
11 Main Bearing Housing excessively hot.
Main Bearing or Seal failure. The Bearing Housing operating
temperature at the Bearing Housing Casing
should maintain a temperature of 70º ±5º. Sect. 5
A faulty Bearing is likely to cause
significant heat generation which will be
quite noticeable and could even discolour
the paint of the Bearing Housing.
Overhaul the Main Bearing. Sect. 9.6

7.3
7 FAULT FINDING HJ-241 / HSRX
7.2 REVERSE SYSTEM FAULTS

7.2 REVERSE SYSTEM FAULTS

Table 6: Reverse System Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

1 Reverse Duct is not moving.

Reverse Duct jammed by debris. Remove debris and then check for correct Sect. 9.2.2
operation.
2 Reverse Duct does not go fully down or stay down with high engine RPM.
Back pressure too low. If the Back Pressure Valve is suspected of Sect. 9.2.4
being faulty, it should be removed from the and Draw-
Reverse Cylinder and returned to a ing HJ-
Hydraulics facility where the Valve can be 241-07-
checked. The pressure should be 500psi 001 Reverse
(34 Bar) at a flow of 9 litres per minute. Assembly
Sht1
3 Reverse Duct will not lift out of Reverse with high Engine RPM. Relief Valve Blowing.
Back pressure too high. As Above. As Above.
4 Reverse Duct not synchronised with the Reverse Lever.
Cylinder Rod 180º out of phase. Rotate Cylinder Rod so that the dot on the Sect. 9.2.4.
Rod End is uppermost. Also refer to the
Overhaul Section of the Jet Unit Manual).
5 Excessive heat build-up in the Hydraulic System.
Bypass Valve not working. Adjust the Bypass Valve. Sect. 5.8.3
6 Reverse Duct does not move.
• Cannot move the Controller. Free or replace the Cable. Sect. 5.8.
Jammed Cable. Sect. 9.2.1
• Controller moves freely. Broken Ca- Replace the Cable.
ble.

Hydraulic Failure:
can be caused by:
Broken Pump Belts. Replace Belts. Sect. 8.5.2
Belts slipping. Adjust Belt tension. HJ-241-02-
Blockage in the system. Dismantle and clean the system. 001 Cou-
Run out of oil. Refill the Reservoir and purge the system. plings and
Replace Hose. Belts .
Split Hose. CT-HSE-
12-001
Jammed Cylinder: Hose Kits .
can be caused by: Replace the Reverse Cylinder Rod.
Bent Reverse Cylinder Rod.

7.4
HJ-241 / HSRX 7 FAULT FINDING
7.2 REVERSE SYSTEM FAULTS

Table 6: Reverse System Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

7 Reverse Duct creeping down from the up position

Reverse Cylinder Seal Failure. Overhaul Reverse Cylinder. Sect. 9.2.4
Suspect Seals Are: HJ-241-
Oil Seal [17] 07-001
Piston Seal [21] Reverse
Bonded Seal [33] Assembly
O Ring [18] Sht1 & 2
8 Reverse Cylinder: Oil leaking from the Shaft outside the Transom.
Reverse Cylinder Seal failure in the Overhaul the Reverse Cylinder. Sect. 9.2.4
Front Head [15].
Suspect Seals are:-
Wiper Seal [12].
Oil Seal [17].
Piston Seal [21].
9 Reverse Cylinder: Oil leaking from the Shaft inside the Vessel.
Reverse Cylinder Seal failure in the Overhaul the Reverse Cylinder. Sect. 9.2.4
Back Head [22].
Suspect Seals are:-
O-Ring [24].
O-Ring [50].
V-Ring [40].
10 Reverse Cylinder: Oil leaking from around the Back Head / Front Head to Cylinder interface
inside the Transom.
Reverse Cylinder Seal failure in the Overhaul the Reverse Cylinder. Sect. 9.2.4
Back Head [22].
Suspect Seals are:-
O-Ring [18].
11 Reverse Cylinder: Oil leaking from the Nipple [32].
Bonded Seal [33] failure. Replace the Bonded Seal [21] fitted to the Sect. 9.2.4
Nipple [22].
12 System losing oil.
Leak in the hydraulics system. Replace or tighten hydraulic connections.
Damaged Cylinder Rod. (Can cause Replace the Cylinder Rod and Seals.
damage to seals).

Leaky Seals. Replace Seals.

7.5
7 FAULT FINDING HJ-241 / HSRX
7.2 REVERSE SYSTEM FAULTS

Table 6: Reverse System Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

13 Reverse Cylinder: Water Leaking in around the Front Head [15].

Reverse Cylinder Seal failure:Suspect Overhaul the Reverse Cylinder. Sect. 9.2.4
Seals are:-
Resilient Mounts [14.1] and [14.2].
O-Ring [16].
14 Poor Reverse Thrust.
Reverse Duct not travelling fully down. Determine the reason for limited reverse Sect. 9.2
travel and correct. Check the Reverse
Assembly.

Reverse flow hitting the Trim Tabs. Reposition Trim Tabs below Jet centre. Sect. 3.2.4
Engine exhaust is being ingested into Reposition engine exhausts to exhaust and
the Intake. above the waterline. Sect. 3.7.5
15 Poor Forward Thrust.
Reverse Duct not travelling fully up. Determine reason for limited travel and Sect. 9.6.3
correct.
16 Reverse Control Lever movement is stiff.
Reverse Control Lever or Cable is stiff. Disconnect the Reverse Control cable at Refer to
the Lever. Check Controller movement and Sect. 5.8 in
cable movement. Lubricate as necessary. this man-
Check for bent or loose linkages. ual.
Check cable run from Control Lever to the
Reverse Cylinder Lever to ensure that cable
is not being accidentally bent or crushed
and restricting movement.
Check cable type, length and route are as
specified.
17 Reverse Duct Lever or Cable is stiff to operate.
Reverse Control Lever or Cable is stiff. Disconnect the Reverse Control Cable at Refer to
the Lever. Check the Controller and control Sect. 5.8 in
cable movement. Lubricate. this man-
Check for bent or loose linkages. ual.
Check cable run from the Control Lever to
the Reverse Cylinder lever to ensure that
the cable is not being accidentally bent or
crushed and restricting movement. Check
cable type, length and route are as speci-
fied.

7.6
HJ-241 / HSRX 7 FAULT FINDING
7.2 REVERSE SYSTEM FAULTS

Table 6: Reverse System Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

18 Reverse Controller (Only for HSRX Controls fitted with “Neutral Detent and Engine Start Interlock”).
Engine can be started with either “For- Adjust the “Neutral Detent and Engine
ward” or “Reverse” selected on the Start Interlock” microswitch in accord-
Reverse Controller. ance with the manufacturers instructions.
19 No hydraulic pressure from the Jet Hydraulic Pump Unit (Saginaw Pump).
Reverse Cylinder is not functioning due Increase the Engine (Jet) revolutions in
to little or no hydraulic pressure from quick bursts to about 1500 RPM until the
the Saginaw Pump. vanes in the Saginaw Pump become freed.
(This may cure the problem).

7.7
7 FAULT FINDING HJ-241 / HSRX
7.3 STEERING SYSTEM FAULTS

7.3 STEERING SYSTEM FAULTS

Table 7: Steering System Faults

SYMPTOMS
NO
POSSIBLE CAUSE SOLUTION REFER

1 Steering stiff at the Helm

Grit jamming Nozzle. Work Nozzle from side to side to release Sect. 9.4.3
grit. Flush out.

Helm Wheel or cable system stiff. Disconnect cable system from the Jet. Refer to
Check, rectify and lubricate as necessary. Drawing
CT-HLM-
Steering Tiller Shaft stiff. Disconnect cable system from the Steering 06-002
Arm. Check movement of Steering Shaft, Helm Wheel
and clearance on Steering Bushes. Rectify Options
to a loose running fit.
Sect. 9.4

Grit between Nozzle Bushes [10], and Remove Bolts [11] Bushes [10] and Sleeves
Nozzle. [12]. Check Bushes and Sleeves for wear. Sect. 9.4
Replace with new parts as necessary.

Corrosion build-up under Steering Remove Bushes, clean out bores and refit
Shaft or Nozzle Bushes. using Loctite.
2 Steering Jamming.
Grit Jamming Nozzle Work Nozzle from side to side to release Sect. 9.4.3
grit. Flush out.

Nozzle Pivot Bolts loose or bent. Remove, check and replace Bolts to the Sect. 9.4.3
torque specified on the drawing.

Nozzle Housing [9] deformed by Remove, rebuild or replace as necessary. Sect. 9.4
impact. Carry out a thorough check of the Steering Sect. 8.5.1/
Assembly. 6

7.8
Section 8
MAINTENANCE

8.1 GENERAL 8.2 PRESERVATION: (PRE-

This Jet Unit has been designed to require the INSTALLATION)
absolute minimum of maintenance. However it is
recommended that the Jet Unit be regularly
NEW JET PRESERVATION:—The following storage
examined for the wear of the Bearings, Seals and
requirements must be provided to ensure that no
Bushes, etc and checked for corrosion anually as a
damage or deterioration occurs:
minimum requirement.
1. Temperature must be between 10ºC and 40ºC
HYDRAULIC EQUIPMENT:—When servicing and above the "dew point" (i.e. No condensation
Hydraulic Equipment, use the following general is allowed to form).
rules to ensure effective and trouble free servicing: 2. It is desirable to keep the Bearing Housing
1. Minimise the loss of oil to surrounding areas by components coated with grease. Turn the
liberal use of oil absorbent cloth. Mainshaft 180º once every month to achieve
this.
2. If disconnecting hydraulic connections to
components which are not going to be serviced 3. All exposed steel parts (except for stainless steel
immediately, plug the connection to prevent loss parts) should be protected from corrosion. As a
of oil and entry of foreign particles. corrosion preventative treatment, coat all
exposed steel parts with a thin layer of rust
preventative oil.
4. To protect hydraulic fittings, either:
a) Coat with oil impregnated corrosion
protection tape,
OR

b) Spray with a recognised corrosion protection

treatment.

PREPARATION FOR USE:—To prepare the Jet Unit

for use:
Ensure that the Bearing Housing is greased via the
grease nipple on the top of the Bearing Housing.
Refer to Section 9.6.3 Re-Assembly of the Bearing
Housing.

8.1
8 MAINTENANCE HJ-241 / HSRX
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
When the vessel is not operational for an extended ranging from 1 week to 1 month, depending on
period, the following procedures must be followed operational conditions.
to prevent marine growth and corrosion problems.
1. Run the Jet Unit for a short time.
IF THE JET UNIT IS TO BE LAID-UP, CARRY OUT 2. Stroke the Reverse Duct and Steering Nozzle fully
THE FOLLOWING:- six times. Leave the Reverse Duct in the raised
position and the Steering Pushrod fully retracted.
1. Clean down the whole Jet Unit and wash inside
and out with fresh water. 3. If the engine is not started, turn the Mainshaft by
180º once per week. This can be done manually.
2. Hose the inside of the Jet through the Intake Grill
and the Nozzle. Allow to dry completely.
3. Spray the Jet Unit 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 180º. 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
HJ-241 / HSRX 8 MAINTENANCE
8.4 SERVICING INTERVALS

8.4 SERVICING INTERVALS • Complete Jet Unit inspection at 5000 hours

(Refer to Section Sect.“8.5.1/17).
Please note the following points:
3. Refer to Section 8.5.2 HSRX Controls Servicing
1. Vessel usage is assumed to be 2000 operational Details for servicing of the Control System.
hours per year. Adjust your schedule as
necessary.
8.4.1 Servicing Intervals (Jet)
2. The frequency of the following service items may
be varied to suit operating conditions.

Table 8: Servicing Intervals (Jet)

SERVICING INTERVALS (JET)

1ST
1ST 5 1 30 100 500 1 3 5000
ITEM WHAT TO DO REFER TO
HRS. DAY HRS. HRS. HRS. MTH MTHS
2000
HRS.
HRS.

Intake Flow Path. Clear blockages ”8.5.1”/1 •

Thrust Bearing. Lubricate ”8.5.1”/2 • •
Water Seal Check for leaks ”8.5.1”/4 •

Anodes Check condition ”8.5.1”/5 •

Steering System Check integrity ”8.5.1”/6 • •
Steering Crank Check integrity and ”8.5.1”/ •
Cotter lubricate 6-4

Steering Cable Check integrity and ”8.5.1”/7 • •

(If fitted) lubricate

Steering Crank Check for wear in ”8.5.1”/8 •

Crank Ball. Grease

Steering Shaft & Check for wear ”8.5.1”/9 •

Bushes Grease

Steering Shaft ‘O’ Check for wear and ”8.5.1” / •

Ring leaking 10

Steering Cylinder Check for leaks and ”8.5.1”/ • • •

& Hoses condition 11
(If fitted)

Nozzle / Nozzle Check Vertical End ”8.5.1”/ •

Housing Float 12

Reverse Cylinder Check for leaks and ”8.5.1”/ • •

& Hoses condition 13

Reverse Cylinder Grease ”8.5.1”/ • •

Shaft 14

Driveshaft Univer- Lubricate ”8.5.1”/ As recommended by the Drive Shaft Manufacturer.

sals 15

Screen Rake & Check integrity & ”8.5.1”/ •

Bearings lubricate 16

Complete Jet Unit Examine / Repair ”8.5.1”/ • •

as required 17

Steel Hull (Only) Carry out Insula- ”8.5.1”/ •

tion checks 17k

8.3
8 MAINTENANCE HJ-241 / HSRX
8.4 SERVICING INTERVALS

8.4.2 Servicing Intervals (Hydraulic operating conditions. For details, refer to the
appropriate section referred to.
Reverse System) • Hydraulic Oil change at 1000 hours may be
Please note the following points: varied to suit conditions.
The frequency of the servicing interval for the
following items may be varied to suit actual

Table 9: Hydraulic System Servicing Intervals

SERVICING INTERVALS (HYDRAULIC SYSTEM)

ITEM WHAT TO DO REFER TO 1ST 5 HRS. DAILY 1000HRS. MONTHLY

Reverse Pump Oil Check Volume 8.5.2/1 •

Reverse Pump Oil Change 8.5.2/2 • •
Reverse Cylinder and
Hoses
Check Integrity 8.5.1/15 • •
Pump-Belts Check Belt Tension 8.5.2/5 • •
Pump-Belts Check Belt Condition 8.5.2/5 • •
Cable Linkages Check Attachment 8.5.1/16 •
Reverse Control Lever Check Freedom of Move-
ment
”5.8.3” •
Reverse Duct Check that the Reverse Duct
cuts the jet wash com-
6.3 •
pletely in the full astern
position. Adjust if required.
Actuation Lever Check that the HSRX Lever
contacts the Stop Pin in the
5.8.3 •
“Full Ahead” Reverse Con-
trol Lever” position. Adjust
if required.

NOTE:
1. If a new Belt has been fitted, the Belt Tension
should be checked and re-tensioned as
required over a period of 24 to 48 hours
"Running-In" period to allow for Belt
settling. After the initial settling in period,
the Belt should be checked on a monthly
basis and re-tensioned as required.
2. This Maintenance Schedule has been
compiled for normal operating conditions. If
the vessel is used in severe conditions where
the oil is likely to become contaminated, the
oil should be replaced at more frequent
intervals.

8.4
HJ-241 / HSRX 8 MAINTENANCE
8.4 SERVICING INTERVALS

8.4.3 Daily “Pre Use” Servicing

Checks
THE FOLLOWING AREAS SHOULD BE CHECKED
ON A DAILY BASIS IF THE VESSEL IS IN REGULAR
USE.

Table 10: Daily Servicing Checks (Jet)

DAILY SERVICING CHECKS (JET)

AREA OPERATION

Intake Screen Ensure that the water level is below the Inspection Hatch or Overflow Preventer
Impeller before opening Jet Inspection Hatches.
Stator Blades Check via the Steering Nozzle end of the Jet Unit that the Stator Blades are clear
of debris.
Check for Impeller damage.
Reverse Hydraulic Check for oil leaks, especially if oil has been added to a system.
Cylinder and Oil Lines
Steering System Check the freedom of movement of the Steering Cable. Check for security of
attachment of Cable outer mount points. Check that the Steering Cotter Pin is
securely attached.
Position Indicator Check for loose electrical connections, mountings and linkages if fitted on the
Senders (Transmitters) system.
Bearing Housing Check for signs of water leaking from under the Bearing Housing.
(Leaking Water Seal). If the Water Seal is leaking it should be replaced as soon
as possible otherwise water could contaminate the Thrust Bearing causing cor-
rosion and failure of the Thrust Bearing.

8.5
8 MAINTENANCE HJ-241 / HSRX
8.5 SERVICING DETAILS

8.5 SERVICING DETAILS 8.5.1 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 Daily. Check for obstructions inside the Intake.

Path Remove the Inspection Cover and check around the Impeller and
Intake Screen for obstructions and debris. Remove any debris.
Refer to Section 2.9 Blockages (Debris in the Jet Unit).
2 Thrust Bearing. Every 30hrs running or Monthly if not run for 30hrs.
Grease with a good quality lithium based ball bearing grease every 30
hours running. (Or monthly if not run for 30 hours). DO NOT OVER
GREASE. (Use approx 20 grams [20ml]). Normal operating tempera-
ture is 50 - 55º C (120 - 130º F). A faulty Bearing will be indicated by
noise and vibration rather than by temperature. Refer to Section 9.6.3
Re-Assembly of the Bearing Housing.
3 Marine Water This is a water lubricated bearing and does not require attention.
Bearing Do not run the Water Jet out of the water as this will damage the
Bearing and Water Seal.
4 Water Seal Daily. Check for water leaks daily.
Visually check for water dripping from under the Bearing Housing.
If water is found, the Water Seal is defective and should be replaced.
The Water Seal should only be replaced if it is leaking, or there is
insufficient material left to last to the next complete Jet Unit inspection.
5 Anodes Check the condition of the Anodes every 3 months. Refer to
Drawing HJ-241-13-002 Anode Locations.
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) Tailpipe Internal Anodes. Also change the Tailpipe internal anodes.
c) Ensure all fasteners are correctly tightened when fitting new
Anodes. Refer to Section 9.7.7 Tailpipe Overhaul for information
on Anode replacement.
6 Steering System Check integrity daily. A thorough check of the whole Steering
System is recommended every 30 hours of operation.
Check the whole Steering System for freedom and range of movement.

8.6
HJ-241 / HSRX 8 MAINTENANCE
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

NOTE: The HJ-241 Steerable Nozzle System has been designed with minimum clearances between the
Nozzle and Nozzle Housing. This allows optimum steering thrust at any lock with the minimum
of loss. It is important to keep the Pivot Pins and Bushes in good condition to maintain
clearances. Heavy impacts on the Nozzle Housing may deform it and cause the steering to jam.
6 Steering System If a severe jam-up or impact has occurred, all parts of the Steering
(Contd) (Contd) System should be examined for damage. This should include the
following items on the Jet Unit.
1. Steering Shaft:- The Steering Shaft should be removed and
checked for straightness, particularly at the Crank end of the
Steering Shaft.
2. Tiller:- Check that the Tiller is not bent and that the Steering Shaft
to Tiller attachment bolts are secure.
3. Steering Crank and Crank Ball:- Check that the Crank is not bent
or worn. Replace if damaged. The Crank Ball should be checked for
excessive wear. The maximum clearance between the Crank ball and
the Nozzle Bush is 1.2 mm (0.047ins).
4. Steering Crank Cotter:- Check that the tapered surface has no
indentations. Check for thread damage. Replace if deformed or
damaged. Check for security of attachment.
5. Steering Nozzle:- Check that the Steering Arm on the top of the
Nozzle is not bent. If any cracks are visible on the underside of the
Steering Arm, or in the web adjacent to the Pivot Boss, the Nozzle
must not be used and should be replaced. If no faults are found, the
underside of the Steering Arm should be crack tested using a dye
penetrant technique to prove the integrity of the Steering Arm
before re-use. Carry out a check of the “ Nozzle Vertical End Float
Adjustment”, refer to Item 12 below.
7 Steering Cable Daily - Check the Cable attachment points, and the Cable outer mount
(If Fitted). points. (This check is of particular importance as failures have occurred
with these items coming loose).
Monthly - Check the Steering Cable for freedom of movement. If
necessary disconnect to check and grease the cable.
8 Steering Crank Grease - Every 3 Months.
Check for security of attachment and grease with water repellent
grease. Check for wear in the Crank ball and Nozzle Bush. Refer to
Section 9.4.2 Steering Shaft Removal.
9 Steering Shaft Grease - Every 3 Months. Lightly grease the Steering Shaft and
and Bushes Bushes with a water repellant grease. Check the play in the Steering
Shaft, it should be a running fit in the Bushes with no binding.
10 Steering Shaft 3 Monthly - Check the Steering Shaft ‘O’ Ring by looking for signs of
‘O’ Ring leaking and by assessing lateral play of the Steering Shaft. Replace
the ‘O’ Ring if excessive lateral play, or signs of leaking around the
‘O’ Ring are evident.

8.7
8 MAINTENANCE HJ-241 / HSRX
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

11 Steering First 5 hours of running - Methodically check the Steering Cylinder

Cylinder & and hoses for any signs of oil leaks.
Hoses (If fitted) Monthly - Methodically check the Steering Cylinder and hoses for any
signs of oil leaks, damage or corrosion to the fittings. Repair as
necessary. Refer to the Control Manual for hose replacement details.
12 Nozzle / Every 3 months. Carry out a check of the “Nozzle Vertical End Float
Nozzle Housing Adjustment”. Check and ensure that the end float between the
Nozzle and the Nozzle Housing is between 0.1 to 0.3 mm.
Measure between the outer shoulder of the Steering Pivot Bush Sleeve
[22] and the inner face of the Thrust Washer [23]. This should measure
between 0.1 and 0.3 mm. Should the “Nozzle Vertical End Float” require
adjustment, refer to Section 9.5.2 Re-Assemble the Nozzle / Nozzle
Housing to the Tailpipe.
13 Reverse First 5 hours of running - Check the Reverse Cylinder and hoses for
Cylinder & any signs of oil leaks.
Hoses Monthly - Check the Reverse Cylinder and hoses for any signs of oil
leaks, damage or corrosion to the fittings. Repair as necessary. Refer
to the Control Manual for hose replacement details.
14 Reverse Grease - Every 3 Months - Grease the Reverse Cylinder Shaft with a
Cylinder Shaft water repellent grease through the nipple on the Cylinder Front Head.
Do Not pump if resistance is felt as this may force the Wiper Seal out of
the Cylinder Retaining Nut.
15 Driveshaft Lubricate every 500 hrs or to suit the manufacturers
Universal Joints recommendations.
Follow the manufacturers recommendations for type of Driveshaft
used.
16 Screen Rake & Grease - Every 3 Months. - Check the Screen Rake for security,
Bearings damage or distortion and for freedom of operation. Check for any
stiffness or binding which may be caused by seized Bearings or debris
caught in the Screen Rake. Grease the Screen Rake Bearings with a
water repellent grease.
17 Jet Unit Carry out internal examination of the Jet Unit after the first 2000
hrs of 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 at the top
and bottom of the Impeller).
• Maximum recommended worn clearance is 1.1 mm (0.043")
per side. New clearance is approximately 0.5mm (0.020”).

8.8
HJ-241 / HSRX 8 MAINTENANCE
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

17 Jet Unit b) Impeller - Check for Wear and Damage.

(Cont’d) (Contd) • Look for signs of corrosion and erosion damage on all
surfaces of the Impeller.
• Check the Impeller leading and trailing edges for damage.
c) Marine Water Bearing - Inspect.
• Inspect the Marine Water Bearing for scoring or localised
wear. Replace if excessively worn.
• Check the Tailpipe Coneto ensure that the water drain hole
is not blocked. Clear any blockage.
d) Reverse Duct - Examine.
• Check that the Reverse Duct Pivot Pins are tight and that
there is no binding in the Bushes. These items are to be
removed in accordance with Section 9.2.2 Reverse Duct Over-
haul. Check the Reverse Duct for any signs of distortion or
damage. Repair or replace as required.
e) Splash Guard - Check.
• Check that the Splash Guard is secure and has adequate
clearance on the Reverse Duct.
f) Steering Cables (If fitted) - Disconnect and remove.
• These items are to be removed in accordance with Section
9.4.2 Steering Shaft Removal.
g) Tailpipe, Nozzle & Nozzle Housing - Removal.
• These items are to be removed in accordance with Section
9.4 Steering Assembly Removal and Overhaul.
h) Marine Water Bearing - Inspect.
• Place the Bearing Sleeve inside the Marine Water Bearing
and use feeler gauges to measure the diametrical clearance.
0.05mm to 0.15mm is normal. Maximum recommended
clearance is 0.5 mm. Inspect the Marine Water Bearing for
scoring or localised wear. Replace if excessively worn.

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.

8.9
8 MAINTENANCE HJ-241 / HSRX
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

17 Jet Unit i) Jet Unit Paintwork.

(Cont’d) (Contd) • The main body of the Jet Unit is constructed from Silicon-
Aluminium Alloy (LM6) which is resistant to corrosion from
salt water. The castings are finished in a polyurethane paint.
Periodic cleaning down, wire-brushing and repainting may
be necessary depending on water conditions prevailing and
extent of use.
• When the vessel is on the slip, preferably annually, the
complete Jet Unit should be inspected internally and
externally for faults, corrosion, or breakage's. Clean down
and repaint the castings where necessary.
j) Refit Components.
• Refit components in accordance with Section 9 Overhaul of
this Manual. Follow the recommendations on Drawing
85113 Recommendations for Fastener Locking, Torques and
Threading Lubrication Sht 1, and Section 8.7 Threaded Fasten-
ers, for thread tightening torque's, joint lubrication, thread
and joint locking, Bearing Housing lubricants and hydraulic
fluids.
k) Insulation Checks (Steel Hulls Only)
• Monthly, carry out Insulation Checks in accordance with
Section 4.3.2 Checking the Insulation.

For Steel Hulls

the Jet Unit must be totally electri-
cally insulated from the Hull. For
CAUTION Steel Hulls, insulating hardware is
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.

If excessive wear or damage has been found, then • Decrease interval if excessive wear was found
undertake appropriate overhaul as described in in the Jet Unit internal inspection (Item 17
Section 9 Overhaul. Schedule the next maintenance above).
period to suit the conditions found during this • Increase interval if minimal wear was found at
inspection, using the following guidelines: the Jet Unit internal inspection (Item 17
• Decrease the time between each maintenance above).
interval the if amount of dirt and sand in the
water increases.
• Increase the time between each maintenance
interval if amount of dirt and sand in water
decreases.

8.10
HJ-241 / HSRX 8 MAINTENANCE
8.5 SERVICING DETAILS

8.5.2 HSRX Controls Servicing

Details

ITEM NO ITEM OPERATION

1 HSRX Pump Oil Daily; Unscrew the Filler Cap on the top of the Pump Reservoir
Check ( The Filler Cap is fitted with an integral Dipstick) and check the
oil level. Insert a funnel and top up the Reservoir with an ap-
proved oil to the 'MAX' Dipstick mark, . Refer to Drawing
85018 Recommendation for Lubricants and Oils.
Should the oil show signs of discoloration, contamination or
degradation, the Oil should be changed.
2 HSRX System Change the HSRX System Oil every 1000 hrs (Oil changes may
Hydraulic Oil be varied to suit operating conditions).
Replacement To change the Oil, carry out the following procedure:
1. Place a suitably sized container beneath the Tank.
2. Disconnect the Jubilee Clip [H4] securing the Hose [H3] from
the Jet mounted Oil Cooler to the Pump.
3. Remove the Hose [H3] from the Pump and allow the oil to
drain from both the Pump Oil Tank and the Oil Cooler, into
the collection container.
4. Once the oil has drained out, refit the Hose [H3] to the Pump
and tighten the Jubilee Clip [H4].
Refer to Section 8.5.2 HSRX Controls Servicing Details also refer
to Figure 28: HSRX Hose Connection Schematic.

Figure 28: HSRX Hose Connection Schematic

8.11
8 MAINTENANCE HJ-241 / HSRX
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

3 Filling the HSRX Sys- The HSRX System is factory tested and delivered
tem with Oil completely assembled and filled with oil. The System oil
capacity is approximately 0.9 litres of oil.

After completion of maintenance on

the HSRX system and when the Jet
and Pump are first run, the oil level
will drop rapidly in the Reservoir. To
CAUTION
avoid the Pump running dry the sys-
tem should be filled as full as possi-
ble before the Jet and Pump are run.

1.Refer to Section 8.8 Recommended Oils and Lubricants.

2.All oil should be filtered to prevent the ingress of
contaminants.
3.When the Jet and Pump are first run the oil level will
drop rapidly in the Reservoir. To avoid the Pump
running dry, the system should be filled as full as
possible before the Jet and Pump are run.

FILL THE OIL COOLER:

Refer to Hose Connection Schematic shown in Section 8.5.2
HSRX Controls Servicing Details, Figure 28: HSRX Hose Con-
nection Schematic.
Ensure that the Pump is empty of oil.
1. Disconnect the HSRX Cylinder to Cooler return Hose [H2]
AT THE COOLER Return Port end.
2. Disconnect the Feed Hose [H3] to the Oil Cooler AT THE
PUMP and ensure the free end remains higher than the
Cooler Return Port.
3. Place a funnel in the Cooler Return Port and, ensuring air
can escape, fill the Cooler.
4. Reconnect the hoses [H2] and [H3] to the Pump and Cooler
keeping the system as full of oil as possible.

FILL THE OIL PUMP RESERVOIR:

Unscrew the Filler Cap on the top of the Pump Reservoir. (
The Filler Cap is fitted with an integral Dipstick). Insert a
funnel and fill the Reservoir with oil to the 'MAX' Dipstick
mark.
The JHPU should now be run to purge air from the system. It
is important that this is carried out as shown in Section
8.5.2 HSRX Controls Servicing Details.

8.12
HJ-241 / HSRX 8 MAINTENANCE
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

4 Purging the HSRX Whenever maintenance activities have been carried out on
System the HSRX Reverse System, air will be trapped within the
system, it is necessary to purge the system. It is important
that the following actions are carried out to prevent
running the HSRX Oil Pump dry:-

ON ENGINE START-UP:
With the engines set to idle and the vessel securely moored in
deep water.
1. Have someone monitoring the Reservoir and refill as
required.
2. Idle the Engine at the lowest possible RPM.
3. Run the Pump for 5 minutes approximately without
moving the Controls - this will purge air from the Oil
Cooler. Refill the Oil Reservoir.
4. Start the Engine, operate the controls to stroke each
cylinder at least 10 times. This should purge any
remaining air out of the system.
5. Top up the Pump Reservoir.
6. Check the System to ensure that it is not overheating. It
should be possible to hold your hand on any component
for at least 2-3 seconds.
5 HSRX Pump Drive Check the Belt tension monthly.
Belts Refer to Drawing CT-HPU-01001 Hydraulic Power Unit.
.

Over tensioned V-Belts will cause

reduced Pump and Jet Unit Bearing
life.
CAUTION

NOTE:
1. Belt adjustment should be carried out without the
Engines running.
2. If a new Belt has been fitted, the Belt Tension should be
checked and re-tensioned as required over a period of
24 to 48 hours "Running-In" period to allow for Belt
settling.
3. After the initial settling in period, the Belt should be
checked on a monthly basis and re-tensioned as
required.
5 (Cont.d) HSRX Pump Drive TO CHECK THE V-BELT TENSION:
Belts (Cont.d) The Belt tension is correct when a 2.4 mm deflection is
achieved when a load of 580 to 870 gr (1.3 to 1.9 lbs) is
applied to the centre of the Belt.

8.13
8 MAINTENANCE HJ-241 / HSRX
8.5 SERVICING DETAILS

ITEM NO ITEM OPERATION

TO ADJUST THE V-BELT TENSION:

To adjust the Belt tension carry out the following
procedure:-
1. Slacken the Nut [8] at the elongated slot end of the
Adjusting Link [4].
2. Slacken the Nut [8] at the opposite end of the Adjusting
Link [4].
3. Slacken the Screw [9] attaching the Support Bracket [3] to
the base of the Pump.
4. Tension the Belt by levering the Pump body away from the
Intake to achieve the tension required above.
5. Tighten the Nut [8] at the elongated slot end of the
Adjusting Link [4], which secures the Pump [1] to the
Adjusting Link [4] and torque load.
6. Tighten the Nut [8] at the opposite end of the Adjusting
Link [4], which secures the Adjusting Link [4] to the Bearing
Housing and torque load to the recommended torque.
7. Tighten the Screw [9] attaching the Support Bracket [3] to
the base of the Pump and torque load to the recommended
torque.
TO CHECK THE V-BELT CONDITION:
Mark or note a point on the belt. Work your way around the
belt, checking for cracks, frayed spots, cuts or unusual wear
patterns.
Check the belt for excessive heat. While the belt does get hot
during operation, if it is too hot to touch, the cause of the
overheating should be investigated. The hand can tolerate up
to about 60°C (140°F), the maximum temperature at which a
properly maintained belt should operate.
The Belt should be replaced if there are obvious signs of
cracking, fraying or unusual wear.

If excessive wear or damage has been found in the

Controls System, undertake appropriate overhaul
as described in Section 9 Overhaul. Schedule the
next maintenance period to suit the conditions
found during this inspection, using the following
guidelines:
• Decrease interval between maintenance peri-
ods if excessive wear was found during in-
spection of the Controls System.
• Increase the interval between maintenance
periods if minimal wear was found during in-
spection of the Controls System.

8.14
HJ-241 / HSRX 8 MAINTENANCE
8.6 TOOLS

8.6 TOOLS 8.7 THREADED FASTENERS

Drawing 85113 Recommendations for Fastener Lock-
8.6.1 Standard Recommended ing, Torques and Threading Lubrication Sht 1.
Tools
The following tools are required for normal Tightening Torques:
maintenance activities: Ensure that all threaded fasteners
1. Torque Wrench. ¾"sq/dr. are tightened to the correct torque
2. Torque Wrench. ½" sq./dr. CAUTION as described in Drawing 85113 or
the relevant assembly drawings.
3. Ratchet, Torque Bar And Short Extension ½" sq./
dr.
4. Sockets A/F ½" sq./dr., 13 mm, 19 mm, 24 mm. TIGHTENING TORQUE'S FOR THREADED FASTEN-
ERS:
5. Spanners A/F. 1 x 9 mm, 2 x 17 mm, 1 x 24 mm. a) The tightening torque's for standard fasteners
6. Allen Keys 1 x 6 mm and 1 x 8 mm. are given on the Drawing 85113 Recommen-
7. Pliers Long Nose. dations for Fastener Locking, Torques and
Threading Lubrication Sht 1.
8. Screw Driver Large, Flat Blade. b) The tightening torque's for special fasteners
9. Mallet, Rubber. are shown on the relevant assembly drawings
and also at Table 11: Special Fasteners HJ-241
8.6.2 Special Tools Jet below.
c) Ensure that recommended tightening torque's
Refer to Drawing HJ-241-11-000 Tool Kit.
are always used.
The following Tools are included as part of Tool Kit
(Part No 106013) for the HJ-241 Jet Unit: Table 11: Special Fasteners HJ-241 Jet
1. Puller, Coupling and Impeller.
ITEM TORQUE
2. Puller, Bearing.
3. Reaction Arm - Coupling. Impeller Nut 275 Nm 200 lbs/ft
4. Socket 30mm AF x ¾" sq./dr. Bearing Retaining Nut 275 Nm 200 lbs/ft
5. Bolts M8 x 55 Long Zinc Plated (2).
Steering Nozzle 60 Nm 45 lbs/ft
6. Nuts M8 Zinc Plated (2). Attachment Bolts
7. Bolts M10 x 55 Long Zinc Plated (2).
Reverse Duct 60 Nm 45 lbs/ft
8. Nuts M10 Zinc Plated (2). Attachment Bolts
Reverse Cylinder 40 Nm 30 lbs/ft
Retaining Nut
Reverse Cylinder Pres- 40 Nm 30 lbs/ft
sure Relief Valve
Pump Tension Nuts 12 Nm 9 lbs/ft

THREAD LOCKING AGENTS:

Most fasteners require thread locking agents to
prevent loosening.
a) Most applications are described in Appendix
A-2 Loctite Application Guide.
b) Special applications will be shown on the
relevant Assembly Drawing.

8.15
8 MAINTENANCE HJ-241 / HSRX
8.8 RECOMMENDED OILS AND LUBRICANTS

8.8 RECOMMENDED OILS AND

LUBRICANTS
Recommended oils and lubricants required are
specified on Drawing 85018 Recommendation for
Lubricants and Oils in this Manual.

NOTE: Do not use brake fluid or heavier viscosity

oils.

RECOMMENDED HYDRAULIC OILS:

A mineral base hydraulic oil is recommended which
contains anti-wear additives of a type that are active
under boundary lubrication conditions at low
temperatures. Oil viscosity should be 20cS
approximately at 40°C and 4cS at 100°C. Normal
operating temperature should lie between +30°C
and +60°C.
For recommended oils, refer to the drawing referred
to above:

NOTE: Any hydraulic fluids meeting "General

Motors Power Steering Specifications" are
suitable.

Table 12: Other Lubricants

TYPE EQUIVALENT

B.P. Energrease or similar.

MM EP2.
Anti Sieze Rocl, YIGG, Jet-Lube,
Compound. Nikal or similar.

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.

8.16
Section 9
OVERHAUL

NOTE: The Maintenance operations details in this 2. Overhaul the Reverse Assembly.
Section should be carried out when the 3. Overhaul the Steering Assembly.
Vessel is on a Slip or in Dry Dock.
4. Overhaul and refit the Bearing Housing area of
Overhaul of the Jet Unit should only be carried out
the Jet Unit.
after an examination indicates the need for an
overhaul. Refer to Section 8 Maintenance for details 5. Overhaul and refit the Tailpipe area of the Jet
of how to examine the Jet Unit. Unit.
The Overhaul Section of the Controls Manuals 6. Overhaul and refit the Transom Plate.
contains additional information. 7. Refit the Steering Assembly.
The following overhaul procedures can be 8. Refit the Reverse Assembly.
carried out on this Jet Unit:
9. Refit the Driveshaft (not described). Refer to
1. Reverse Assembly Overhaul Sect. 9.2”. manufacturers manual).
2. Reverse Cylinder Overhaul. Sect. 9.2.4”. 10.Removal of the HSRX Pump Assembly from the
3. Steering Assembly Overhaul Sect. 9.4”. Jet Unit.
4. Tailpipe Area Overhaul Sect. 9.8”. 11.Refit the HSRX Pump Assembly to the Jet Unit.
5. Bearing Housing Area Overhaul Sect. 9.6”.
6. HSRX Hydraulic Reverse System Overhaul. ON COMPLETION OF THE OVERHAUL:—Perform
Sect. 9.11. the appropriate commissioning of the Jet Unit as
described in Section 6 Commissioning of this
Manual.
PRIOR TO COMMENCEMENT OF OVERHAUL:—
Disconnect and remove all control equipment
COMMISSIONING THE JET UNIT AND CONTROLS SYSTEM.
attached to components being overhauled. This
prevents damage to the less robust control It is important that a commissioning of the vessel be
equipment. carried out on completion of an overhaul activity as
adjustments and connections may have been
Take care to identify electrical or hydraulic
altered during the overhaul operation.
connectors so they can be correctly replaced.
Cover all connectors to prevent entry of dirt or loss
TOOLS:—All tools required for the overhaul of the
of hydraulic oil.
Jet Unit are shown on Drawing HJ-241-11-000
Tool Kit and Section 8.6 Tools of this Manual.
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
manufacturers manual).

9.1
9 OVERHAUL HJ-241 / HSRX
9.1 GENERAL INFORMATION

9.1 GENERAL INFORMATION 9.2 REVERSE ASSEMBLY

REMOVAL AND OVERHAUL
CARE OF THE JET UNIT PAINTWORK:—All
castings on the jet unit are of Silicon - Aluminium
Alloy (LM6) which exhibits good resistance to salt 9.2.1 Reverse Duct Removal
water corrosion. Refer to Drawings HJ-241-07-001 Reverse Assembly
Sht1 & 2.
1. Unscrew and remove the Nuts [23] and Spring
Anti Fouling Paints Washers [9] from Studs [8] retaining the Splash
Do not use Copper Oxide based Guard [7] to the Tailpipe.
anti-fouling paints. Do not paint
2. Disconnect the Morse Cable 33C, Ball Joint [36]
CAUTION over the anodes.
from the HSRX Handle [31] located on the
forward end of the Reverse Cylinder.
3. Slacken the 2 Nuts [38] that clamp the Morse
Anti-Seize compounds Cable to the Cable Mounting Plate [26] and
Do not use anti-seize compounds remove the Morse Cable.
which are based on graphite,
nickel or copper flakes - these will 4. Retighten the 2 Nuts [38].
CAUTION
cause corrosion. Anti-seize 5. Unscrew the Reverse Cylinder Retaining Nut [11]
compounds, usually containing from the rear of the Reverse Cylinder and slide
zinc flakes, are available for the Retaining Nut and Washer [13] rearwards
aluminium. along the Reverse Shaft.
6. Whilst supporting the Reverse Duct [1], remove
ANODES:—Leave all Anodes unpainted. the Nyloc Nut [42] attaching the Reverse Cylinder
Shaft to the Reverse Duct.
7. Remove the Bronze Bush [44] from the centre of
the Shaft [10] and retain.
8. Remove the Reverse Shaft Assembly [10] from
Stud [41] on the Reverse Duct, ensuring that the
Flat Washer [43] fitted between the Reverse Shaft
and the Reverse Duct is also removed.
9. Lower the Reverse Duct.
10.Remove the Nuts [54] and Spring Washers [3]
from Studs [53], retaining the Reverse Pivot Link
[52] to the Tailpipe.
11.Remove the Reverse Duct Pivot Bolts [4], Spring
Washers [3], Reverse Pivot Link [52], Thrust
Washer [51] and Reverse Pivot [2] attaching the
Reverse Duct to the Tailpipe.

NOTE: The Reverse Pivot [2] has a machined groove

around the outer face, should the Reverse
Pivot be difficult to remove, a screwdriver
may be inserted into this groove to remove
the Reverse Pivot from the Reverse Pivot
Bush [5] fitted in the Reverse Duct Arms.
12.Remove the Reverse Duct [1] from the Jet Unit.
13.Check the Reverse Pivot [2] for excessive wear or
damage. Check for deformity of the bolt hole.
Replace if worn or damaged.

9.2
HJ-241 / HSRX 9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL

14.Check the Reverse Shaft Assembly attachment 12.Clean off any surplus Loctite from around the
Stud [41] fitted to the starboard side of the replacement Sleeves.
Reverse Duct, for security of attachment. 13.Refit the Reverse Pivot Bush [5] to the Reverse
Replace if loose or worn. Pivot Bush Sleeve [50].

9.2.2 Reverse Duct Overhaul REVERSE DUCT ANODES [46] REPLACEMENT:

Refer to Anode location Drawing HJ-241-13-002
REVERSE PIVOT BUSH [5] AND SLEEVE [50] RE- Anode Locations.
PLACEMENT: 1. Check the Anodes [46] attached to the outer face
1. With the Reverse Duct removed from the Jet Unit, of the Reverse Duct Arms.
press out the Reverse Pivot Bush [5] from inside 2. If these Anodes are less than half their original
the Reverse Pivot Bush Sleeve [50]. size, they should be replaced.
2. Inspect the Bush [5] and Reverse Pivot Bush 3. To replace the Anodes on the Reverse Duct carry
Sleeve [50] for signs of excessive wear. out the following actions:
3. The Reverse Pivot Bush Sleeve [50] should not a) Unscrew and remove 2 x Nuts [23] and Spring
require replacement. Washers [9] from Studs [47], attaching the
4. Should the Reverse Pivot Bush Sleeve [50] be Anode [46] to the Reverse Duct [1].
damaged or worn, press out the Reverse Pivot b) Remove the Anode [46].
Bush Sleeve [50]. It may be necessary to apply c) Clean up the contact area where the Anode
light heat to the Reverse Duct Arms in the area of will locate, to remove any corrosion and
the Reverse Pivot Bush Sleeve [50] to break the paint. Repair the paint finish.
Loctite Seal. d) Fit a new Anode [46] onto Studs [47] and
secure with Spring Washers [9] and Nuts [23].
5. Ensure that the Reverse Duct Arm bores are e) Torque load to the recommended torque.
cleaned of old loctite and paint. f) Carry out Items a) to e) for the second Anode.
6. Repair the paint finish in the bores. 4. If the Anode is in good condition, ensure that it
has not been painted over.
NOTE: Activator 7075 must be used to refit the
Reverse Pivot Bush Sleeve [50] otherwise the 5. If a coating has built up on the Anode, scrub
Loctite 325 will not cure. down with a wire brush.
7. Apply Loctite Activator 7075 to the outside of the
Reverse Pivot Bush Sleeve [50] and allow to dry. 9.2.3 Reverse Cylinder Removal
Refer to Drawing HJ-241-07-001 Reverse Assembly
NOTE: Do Not apply Activator 7075 to the painted Sht1 & 2.
Reverse Duct Arm bores.
Also refer to the Controls Manual Overhaul Section
8. Apply Loctite 325 to the Reverse Duct Arm bores for information on the Reverse Assembly.
and to the outside of the Reverse Pivot Bush
1. Ensure that the Morse Ball Joint [36] has been
Sleeve [50].
disconnected from the HSRX Handle [31].
NOTE: There are to be NO dry areas between the 2. Disconnect the hose from the Cooler to the
Reverse Pivot Bush Sleeve [50] and the bores Reverse Cylinder Connector [32] fitted to the
in the Reverse Duct Arms once the Reverse Back Head [22], ensuring that the hose is removed
Pivot Bush Sleeves are fitted. from the Cooler connector prior to removing the
9. Press the new Reverse Pivot Bush Sleeve [50] into hose from the Reverse Cylinder at the Back Head.
the Reverse Duct Arm bores 3. Disconnect the Hose from the hydraulic pump to
10.Rotate the new Reverse Pivot Bush Sleeve [50] the Reverse Cylinder at the Hose Connector [32]
when fitting to distribute the loctite evenly fitted to the Front Head [15] on the HSRX Reverse
around the bore. Cylinder. Fit blanking plugs to the hose
connections to prevent the ingress of dirt and
11.Ensure that the Sleeves are pressed in evenly and moisture.
are fully home in the bores.
4. Remove the Retaining Nut [11] and Washer [13]
from the Reverse Cylinder Front Head [15].

9.3
9 OVERHAUL HJ-241 / HSRX
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL

5. The Reverse Cylinder can now be removed from 5. The Nipple [32] and Bonded Seal [33] fitted to the
the Transom by pushing the Cylinder forwards Front Head [15] and Back Head [22] can be left
into the vessel and out of the two Resilient fitted unless they require replacing.
Mounts [14]. 6. Remove the M6 Nuts [28] and Spring Washers
6. Refit Retaining Nut [11] and Washer [13] to [29] securing the Cable Mount Plate [26] to the
Reverse Cylinder Front Head [15]. Back Head and remove the Cable Mount Plate
7. The Reverse Cylinder can now be removed from from the front of the Reverse Cylinder.
the vessel for further In-depth maintenance. 7. Withdraw the Back Head [22] from the Reverse
Cylinder [19].
9.2.4 Reverse Cylinder Overhaul 8. Remove the Bearing [25] from the Back Head
Drawings HJ-241-07-001 Reverse Assembly Sht1 & [22].
2 9. Remove the HSRX Spool [20] from the Cylinder
[19].
DISMANTLING THE REVERSE CYLINDER 10.Remove the Cylinder [19] from the Front Head
ASSEMBLY: [15].
The Reverse Cylinder need only be dismantled if it 11.Withdraw the Reverse Cylinder Shaft Assembly
is suspected that a seal has failed and hydraulic [10] from the Front Head [15].
oil is found leaking along the Piston Rod
Assembly at one end of the cylinder or from the NOTE: The Reverse Cylinder Shaft Assembly is not
HSRX Spool at the other end. This indicates that to be dismantled any further and should only
the Seals are defective and must be replaced. be replaced as a complete item.

NOTE: 12.Unscrew the 4 x threaded Reverse Cylinder Tie

Rods [27] from the Front Head [15].
1.This operation should be carried out in a
clean workshop environment where the 13.Check the Stop Pin [39] fitted to the Back Head
cleanliness of components can be [22], for damage, wear and security of fitment.
maintained. This Pin does not need to be removed unless it is
worn, loose or damaged.
2.All marine growth must be removed from the
Reverse Cylinder Shaft using Scotchbrite or 14.Remove and discard all O Rings and Seals.
800 and 1200 Grit water paper prior to 15.Thoroughly clean and inspect all components for
dismantling the Reverse Cylinder. wear and damage and replace as required. If
1. Ensure that the Clamp [58] and Shim [58] have dimensions do not meet the criteria below,
been disconnected from the Cable Mounting components must be replaced:-
Plate [26]. a) The spool shaft where the Rotary Shaft Seal
(24) contacts, should be free of any damage
2. Slacken the Set Screw [30] securing the HSRX and measure no less than ø11.90 mm.
Handle in position and remove the HSRX Handle b) The seal bore in the Backhead (22) should
from the end of the HSRX Spool [20]. measure no more than ø20.033 mm on MK2
3. Remove the ‘V’ Ring [40] from the end of the cylinders.
Spool at the Back Head end of the Reverse c) The Shaft (10) should measure no less than
Cylinder. Note the correct orientation of the ‘V’ ø19.93 mm.
Ring [40] so that it is refitted correctly. d) Cylinder bore should be no more than ø32.00
4. Remove the Pressure Relief Valve [35] from the mm.
Back Head [22]. This is done by:-
NOTE: Recommendations regarding use and fitting
a) Unscrewing the Knurled Nut on the top of the
of Seals:
Protective Cover (55).
• Ensure that all metallic particles and other con-
b) Removing the Protective Cover from over the
taminants have been removed from the compo-
Pressure Relief Valve. The pressure Relief
nent into which the seal is being fitted.
valve can now be unscrewed and removed
• Ensure that the hydraulic system to which com-
from the Back Head.
ponents are fitted is free from metallic particles
or other contaminants.

9.4
HJ-241 / HSRX 9 OVERHAUL
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL

• Check that the seal housing is free from damage Scarf Joints on the Seal Backing Rings are
likely to harm the seal. Remove all sharp edges correctly mated.
and burrs from metal parts paying particular 4. Grease and fit the 'U' Seal [17] to the Front Head
attention to ports, grooves and threads over or [15], ensuring that the Seal is correctly
through which the seal must pass during as- orientated. Use the Installation Guide Tool, if
sembly. available. Refer to Drawing HJ-241-07-001 Re-
• Clean all seal housing areas. Check that other verse Assembly Sht1, for correct positioning of the
surfaces adjacent to the passage of the seal on Seal.
fitting are free of dirt, swarf or other contami-
nants. 5. Grease and fit the 'O' Ring [24] to the Back Head
• Where the difference between a thread diameter [22], ensuring that the ‘O’ Ring is correctly
over which as seal must pass and the seal diam- orientated. Refer to Drawing HJ-241-07-001 Re-
eter is small, use some form of protection over verse Assembly Sht1, for correct positioning of the
the thread, such as a fitting sleeve made of hard Seal.
plastic. 6. If the Stop Pin [39] has been removed from the
• Ensure that the seal has not been stored so that Back Head [22], apply 7471 Activator to one end
it has been distorted. Store seals in a cool, dry of the Stop Pin and allow to dry. Apply Loctite
and dark place. 680 (or equivalent) to the same end of the Stop
• Liberally smear the seal and metal component Pin and fit the Stop Pin to the Back Head [22].
with a clean fluid of the appropriate type, or a 7. Apply Loctite 262 to one end of each of the 4 x
compatible grease, before fitting the seal. threaded Reverse Cylinder Tie Rods [27] and
• Where seals, fitted to sub-assemblies such as tighten into the Front Head [15].
pistons, are awaiting further fitting operations,
8. Grease both outside ends of the Cylinder [19]
ensure that the seals are not subjected to any
{Using A} and push fit one end of the Cylinder
misaligned or localised loading which will
into the Front Head [15].
cause local deformation. Ensure sub-assemblies
remain clean. 9. Lubricate the Cylinder Shaft Assembly [10]
• The use of metal levers is not recommended, but {Using B} and fit to the Front Head [15]. It is
should they be used, it is imperative that they critical to protect the Oil Seal (17), so ensure that
are completely smooth and free from nicks and the end of the Cylinder Shaft as well as the hole, are
burrs. When using them, ensure that the metal deburred and there are no sharp edges present.
surfaces adjacent to the seal are not damaged. 10.Ensure that the dot on the outer end of the
Reverse Cylinder Shaft Assembly is positioned
ASSEMBLY OF THE REVERSE CYLINDER: uppermost.
Refer to Drawing HJ-241-07-001 Reverse Assembly
Sht1 & 2 NOTE: If the dot on the Reverse Cylinder Shaft
Assembly is wrongly positioned, the Reverse
The following Oils and Greases are recommended
Cylinder will not function correctly.
for use during the assembly of the H.S.R.X. Reverse
Cylinder Assembly. 11.Fit the Bearing [25] to the Back Head [22].
{A} BP Energrease MM EP2 or equivalent. 12.Lubricate the Spool [20] {Using B}.
{B} Mineral based oil such as recommended 13.Whilst supporting the Seal [24] in the Back Head,
hydraulic oil. Refer to Section 8 Maintenance, insert the end of the Spool [20] fitted in the
in the Controls Manual). cylinder, through the Bearing [25] and Seal [24]
{C}Non Seize Compound. (Rocl YIGG, Jet- already fitted to the Back Head. It is critical to
Lube, Nikal, etc.). protect the seal lip from damage, so ensure that the
end of the Spool Shaft is completely deburred and
1. Grease 'O' Ring Seal [18] {Using A} and fit to the
free of any sharp edges.
Reverse Cylinder Back Head [22].
14.Grease and fit the O Ring [56] to the forward end
2. Grease a second 'O' Ring Seal [18] {Using A} and
of the Back Head [22].
fit to the Seal groove in the Reverse Cylinder
Front Head [15]. 15.Assemble the Back Head and Spool combination
onto the Cylinder and Front Head combination,
3. Grease and fit the Piston Seal [21] to the Reverse
noting the correct orientation.
Cylinder Shaft Assembly [10], ensuring that the

9.5
9 OVERHAUL HJ-241 / HSRX
9.2 REVERSE ASSEMBLY REMOVAL AND OVERHAUL

16.Assemble the Cable Mounting Plate [26] to the 30.If possible workshop test the Reverse Cylinder
Back Head, ensuring that the Cable Mounting before reinstalling into the vessel. The
Plate is correctly located over the Stop Pin [39]. workshop Test Pressure for the Cylinder is
Secure with Nuts [28] and Spring Washers [29]. 1500 psi (103 Bar).

NOTE: Ensure that the Cable Mounting Plate [26] is

correctly orientated for either Left Hand or
Right Hand Cable fit. Refer to Section 9.3.2
Reverse Duct: Refit to the Jet Unit Sub Section
“Reposition the Cable Mount Plate” for
information on how to reposition the Cable
Mount Plate.
17.Hold the Reverse Cylinder upright with the
Reverse Shaft Assembly at the top. Ensure that
the Reverse Shaft Assembly is fully retracted.
18.Rotate the Spool [20] through 360° (this will help
to centralise the Bearing in the Back Head).
19.Torque load Nuts [28] securing the Back Head
[22] and Cable Mount Plate [26] to the cylinder.
20.Fit the ‘V’ Ring [40] to the Spool at the Back Head
end of the Reverse Cylinder. Note the correct
orientation of the ‘V’ Ring [40]. (Drawing HJ-
241-07-001 Reverse Assembly Sht1 refers).
21.Fit the HSRX Handle [31] onto the end of the
HSRX Spool.
22.Fit Set Screw [30] to the HSRX Handle using
Loctite 262 and tighten to secure the Handle in
position.
23.Fit the Pressure Relief Valve [35] to the Back
Head [22] ensuring that the ‘O’ Ring is fitted
around the base of the Relief Valve.
24.Fit the protective cover over the Relief Valve
ensuring that the base of the cover fits correctly
over the ‘O’ Ring at the base of the Relief Valve.
25.Fit the knurled nut to the top of the protective
cover and screw the knurled nut onto the
threaded part of the Pressure Relief Valve until
the O Ring on the underside of the knurled nut
sits snugly inside the top of the protective cover.
26.If Nipple [32] fitted to the Front Head [15] has
been removed during overhaul, refit to the Front
Head with a new Bonded Seal [33] and tighten.
27.If Nipple [32] fitted to the Back Head [22] has
been removed during overhaul, refit to the Back
Head with a new Bonded Seal [33] and tighten.
28.Grease a new Wiper Seal [12] and fit to the
Retaining Nut [11] and loosely refit the Retaining
Nut [11] to the Front Head [15].
29.The HSRX Reverse Cylinder can now be re-fitted
to the Jet Unit.

9.6
HJ-241 / HSRX 9 OVERHAUL
9.3 REVERSE ASSEMBLY RE-FITTING

9.3 REVERSE ASSEMBLY RE- 9.3.2 Reverse Duct: Refit to the Jet
FITTING Unit
Drawings HJ-241-07-001 Reverse Assembly Sht1 &
2 refer.
9.3.1 Reverse Cylinder: Refit to the
Jet Unit REVERSE DUCT:
Refer to Drawing HJ-241-07-001 Reverse Assembly 1. Ensure that the threads and surfaces of the Pivot
Sht1 & 2 Pins [4] are clean.
1. Remove the Reverse Cylinder Retaining Nut [11] 2. Ensure that the Pivot Sleeves [2] and Reverse
and Special Washer [13] from the Reverse Pivot Bushes [5] are clean.
Cylinder Front Head [15].
3. Coat the threads of the Reverse Duct Bushes [5],
2. Ensure that a new "O" Seal [12] has been Reverse Pivots [2] and Reverse Pivot Thrust
correctly fitted to the Retaining Nut [11]. Washers [51] with a recommended marine
3. Ensure that a new "O" Ring [16] has been fitted grease. Do not grease the threads of Bolts [4].
to the Cylinder Front Head [15]. 4. Press the Reverse Pivot Bush [5], into the Reverse
4. Lightly smear the "O" Ring [16] fitted to the Front Pivot Bush Sleeve [50].
Head with a marine grease. 5. Fit the Reverse Pivots [2] through the centre of
5. Fit the 2 Resilient Mounts [14] to the Transom the Pivot Bushes [5] ensuring that the groove on
and retain in position with a smear of marine the Reverse Pivots is on the outside of the
grease. Reverse Duct Arms.
6. Check that the Cap Screw [45] fitted to the 6. Push the Reverse Pivots [2] through the Reverse
starboard side of the Jet Unit Intake Flange is Duct Arms until the inner face of the pivot is flush
securely fitted. with the inner face of the Reverse Duct Arms.
7. From inside the vessel, pass the Shaft Assembly 7. Position the Reverse Duct so that the Reverse
[10] through the Resilient Mounts [14] until the Pivots are aligned with the recess in the Tailpipe.
shoulder on the Front Head [15] is firmly pressed 8. Press the Reverse Pivots fully home into the
against the inboard Resilient Mount. Tailpipe recess.
8. Ensure that the Resilient Mounts are correctly 9. Fit Thrust Washer [51] over the outside of the
positioned in the Transom. Reverse Pivots [2] and up against the rear face of
9. From outside the vessel, fit the Special Washer the Reverse Pivot Bush Sleeve [50] and Reverse
[13] and the Reverse Cylinder Retaining Nut [11] Pivot Bush [5].
onto the Reverse Cylinder Shaft [10] and screw 10.Fit a Spring Washer [3] and the Reverse Pivot
onto Front Head by a few threads to retain the Link [52] to Reverse Duct Pivot Bolt [4].
Reverse Cylinder in position until the Reverse
Cylinder is connected to the Reverse Duct. 11.Fit the Bolt [4] through the Reverse Pivot [2],
ensuring that the other end of the Reverse Pivot
10.Reconnect the hydraulic hoses to the Reverse Link [52] is fitted over Studs [53] on the Tailpipe.
Cylinder, ensuring that the hose from the Cooler
to the Pushlock Connector [32] on the Back Head 12.Loosely secure the forward end of the Pivot Link
is connected to the connector on the Back Head [52] to the Stud [53] with Spring Washer [3] and
first. Refer to the Controls Manual, Hose Nut [54].
Connection Drawings. 13.Tighten Bolts [4] hand tight, ensuring that the
Reverse Pivots [2] are correctly seated and that
Thrust Washers [51] are still located over the end
of the Reverse Pivot [2].
14.Tighten the Reverse Duct Pivot Bolts [4] to the
recommended torque.
15.Tighten the Nuts [54] securing the forward end of
the Reverse Pivot Link [52] to the Tailpipe and
torque load to the recommended torque.

9.7
9 OVERHAUL HJ-241 / HSRX
9.3 REVERSE ASSEMBLY RE-FITTING

16.Raise and support the Reverse Duct and REPOSITIONING THE CABLE MOUNT PLATE:
reconnect the Reverse Shaft [10] to the Stud [41] Should the Cable Mount Plate be wrongly orientated
on the Reverse Duct, ensuring that Flat Washer for the current fit of the Reverse Cable, carry out the
[43] is fitted onto the Stud [41 ] first prior to fitting following procedure to re-position the Cable Mount
the Shaft [10]. Plate:-

NOTE: Ensure that the Centre Punch mark on the 1. Remove the 2 Nuts [38] and Cable Clamp Kitset
end of the Reverse Shaft is at the top of the [37] that retain the Morse Cable to the Cable
shaft when reconnecting the shaft to the Stud Mount Plate [26] and remove the Morse Cable.
[41] fitted on the Reverse Duct. 2. Slacken Set Screw [30] from HSRX Handle [31]
17.With the Shaft [10] fitted to the Stud [41], insert and remove the handle from the Back Head [22]
the Bronze Bush [44] through the Shaft and over end of the Spool [20].
the Stud [41] and secure with Nyloc Nut [42]. 3. Remove the ‘V’ Ring [40] fitted between the HSRX
Torque load to the recommended torque. Handle [31] and the Back Head.
18.Remove the Reverse Cylinder Retaining Nut [11] 4. Unscrew and remove the 4 Nuts [28] and Spring
from the Front Head [15]. Washers [29].
19.Ensure that the threads of the Front Head [15] 5. The Cable Mount Plate [26] can now be removed
are clean. Apply Loctite 542 to the threads and fit from the Back Head [22], ensuring that the Stop
the Reverse Cylinder Retaining Nut [11]. Pin [39] is not loose.
20.Ensure that the cutout in the Front Head [15] 6. ensure that the O Ring [56] fitted to the front of
engages with the Cap Screw [45] to prevent the the back head is not disturbed.
Cylinder from rotating. 7. Refit the Cable Mount Plate [26] 180° to the
21.Tighten the Reverse Cylinder Retaining Nut [11] previous position, ensuring that the Stop Pin [39]
onto the Front Head [15] and torque load to 40Nm in the Back Head engages into the correct hole in
(30 ft/lbs). the Cable Mount Plate [26].
22.Refit the Splash Guard [7] to the Studs [8] fitted 8. Refit the 4 Nuts [28] and Spring Washers [29]
to the Tailpipe and secure in position using that secure the Cable Mount Plate to the Back
Spring Washers [9] and Nuts [23]. Tighten to the Head and torque load to the correct torque Refer
recommended torque. to Drawing 85113 Recommendations for Fastener
Locking, Torques and Threading Lubrication Sht 1.
MORSE CABLE CONNECT: 9. Refit the ‘V’ Ring [40] to the rear of the Back
1. Ensure that the Cable Mount Plate [26] is Head. Note the correct orientation of the ‘V’
correctly orientated for either Port or Starboard Ring [40]. (Refer to Drawing HJ-241-07-001
positioned Morse Cable. (This plate can be fitted Reverse Assembly Sht1).
to the Reverse Cylinder either facing to Port or to 10.Refit the HSRX Handle [31] to the Spool [20] at
Starboard. (See paragraph below for re- the Back Head end of the Reverse Cylinder.
positioning the Cable Mount Plate). 11.Fit the Set Screw [30] to the HSRX Handle using
2. Slacken the 2 Nuts [38] that clamp the Morse Loctite 262 and tighten to secure the Handle in
Cable to the Cable Mount Plate [26] and refit the position, ensuring that the Set Screw locates into
Morse Cable through the Clamp. the dimple in the Spool shaft. Torque load Set
3. Attach the Morse Cable Ball Joint [36] to the Screw [30] to the correct torque.
HSRX Handle [31] located on the end of the 12.Loosely refit Cable Clamp Kitset to the Cable
Reverse Cylinder and tighten the attachment nut. Mount Plate [26].
4. Retighten the 2 Nyloc Nuts [38] that attach the 13.Refit the Morse Cable through the Cable Clamp
Clamp Bracket on the Cable Mount Plate [26]. Kitset.
5. On completion of the cable connection, carry out 14.Connect the Morse Cable 33C to the HSRX
a full functional check of the Reverse System to Handle [31] and tighten the Morse Ball Joint [36]
ensure correct operation and full range of attachment nut.
movement is obtainable. 15.Retighten the 2 Nuts [38] that attach the Cable
Clamp Kitset on the Cable Mount Plate [26].

9.8
HJ-241 / HSRX 9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

9.4 STEERING ASSEMBLY 9.4.2 Steering Shaft Removal

REMOVAL AND OVERHAUL Drawings HJ-241-06-000 Steering Assembly Gener-
al Arrangment Sht1 & 2 refer.
Refer to Drawing HJ-241-06-000 Steering Assembly
General Arrangment Sht1 & 2. 1. Remove the Splash Guard [7] and the Reverse
Duct as shown in Section 9.2.1 Reverse Duct Re-
moval of this Manual.
The Steering System may use either a Manual
Cable operating System or a Seastar Hydraulic 2. If fitted with Steering Cable Option. Also refer to
Cylinder to operate the Steering Tiller. Drawing CT-SJK-02-005 Steering Cylinder, Seas-
tar. Disconnect the Steering Cable from the
If the Jet Unit is fitted with a Seastar Steering
Steering Shaft Extension / Tiller [16].
Cylinder, refer to the Seastar Maintenance Manual
for any maintenance required on the Cylinder. OR
If the Jet Unit uses a Manual Cable System, refer 3. If fitted with Steering Cylinder and Tie Rod Option.
to the relevant Controls Manual supplied with the Also refer to Drawing CT-HLM-06-002 Helm
Jet Unit. Wheel Options. Disconnect the Steering Tie Rods
and Steering Cylinder from the Steering Shaft
Extension / Tiller [16].
9.4.1 Steering Cylinder Removal
4. Remove Nut [7], Spring Washer [8] and Special
NOTE: If this Jet Unit is fitted with the "Seastar" Washer [6]. Remove the Cotter Pin [5] securing
Steering Cylinder as a steering option, refer the Steering Crank [4] to the Steering Shaft [1].
to the "Seastar Manual" supplied with the 5. Push the Steering Shaft [1] forwards and slide the
Steering Cylinder for Overhaul information. Steering Crank off the end of the Steering Shaft.
Also refer to CT-SJK-02-005 Steering Cylin-
6. Remove the Steering Crank [4] from the Steering
der, Seastar.
Crank Bush [14].
The Steering Cylinder need only be dismantled if
it is suspected that a seal has failed and hydraulic 7. If the Steering Shaft Bushes [3] or "O" Ring [2]
oil is found leaking along the Piston Rod require replacement, remove the Steering Shaft
Assembly from either end of the cylinder. This completely from the Jet Unit. Refer to Drawing
indicates that the Piston Rod Seals are defective HJ-241-06-000 Steering Assembly General Ar-
and must be replaced. Refer to the Seastar rangment Sht1 for Steering Shaft Bush [3]
Manual for information on seal replacement. replacement.

1. Disconnect any Sensors attached to the Tiller 8. Check the following components for wear and
[16] or the Steering Shaft [1]. Refer to the damage:-
Overhaul Section of the Controls Manual. a) Steering Shaft Bushes [3]. Check for wear or
damaged. Replace if worn.
2. Disconnect the Steering Cylinder hose b) Centre Steering Shaft Bush Sleeve [26]. The
connections from the Seastar Steering Cylinder, Steering Shaft Bush Sleeve should not require
ensuring that all connections are fitted with replacement.
blanking plugs to prevent the ingress of moisture c) Forward & Aft Steering Shaft Bush Sleeves
and dirt and the leaking of hydraulic oil. [27]. The Steering Shaft Bush Sleeves should
3. Disconnect the Steering Cylinder Rod End from not require replacement.
the Tiller [16] or Steering Shaft [1]. (If Tiller for d) "O" Ring [2]. (Fitted to the centre Steering
Tie Rods fitted). Shaft Bush. Check for deformation, cuts, wear
4. Remove the Steering Cylinder from the vessel. or damaged. Replace if worn or damaged.
e) Cotter Pin [5]. Check that the tapered surface
5. Check all components for signs of corrosion, has no indentations. Check for thread
wear and damage. Replace as required. Refer to damage. Replace if deformed or damaged.
the Seastar Manual for information on Steering f) Steering Shaft [1]. The Steering Shaft should
Cylinder Seal replacement. be checked for straightness, particularly at the
Crank end of the shaft. If the surface is pitted
or damaged replace the Steering Shaft.
g) Steering Crank [4]. Check that the Crank is
not bent or worn. Replace if damaged. The

9.9
9 OVERHAUL HJ-241 / HSRX
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

Crank ball should be checked for excessive REMOVING THE NOZZLE FROM THE NOZZLE
wear. The maximum clearance between the HOUSING:
Crank ball and the Nozzle Bush is 1.2mm To remove the Nozzle from the Nozzle Housing,
(0.047ins). Replace the Steering Crank [4] if the carry out the following actions:-
diameter of the ball has worn below 20.8mm
1. Loosen the Screws [25] securing the JT Steering
(0.82ins) (This should be measured at 90º to
Lip Seals [24] to the inner face of the Nozzle [15]
the shaft axis).
and ensure that the Lip Seals are free to move.
2. Whilst supporting the Nozzle, unscrew and
9.4.3 Nozzle Assembly Removal remove the upper and lower Nozzle Attachment
Refer to Drawing HJ-241-06-000 Steering Assembly Bolts [11] and remove with the Pivot Sleeves [12],
General Arrangment Sht1 & 2. Steering Pivot Thrust Washers [23] and Stepped
1. Check the Steering Crank Bush [14] for security Adjusting Washer [13]. Note that the Pivot Sleeves
and wear. Replace if loose worn or damaged. [12] are threaded onto the Attachment Bolts [11].
2. Rotate the Nozzle [15] through its full arc of NOTE: If the Pivot Sleeve [12] is difficult to remove,
travel to check for stiffness or wear in the Nozzle the Nozzle Attachment Bolt [11] can be
Bushes [10] and Pivot Sleeves [12]. threaded partially into the Pivot Sleeve [12]
to extract the Pivot Sleeve [12].
NOTE: The Nozzle / Nozzle Housing can be
removed as a complete assembly. To 3. Rotate the Nozzle slightly and pull rearwards to
remove, carry out the following actions:- remove Nozzle [15] from the Nozzle Housing [9].
4. Clean all parts thoroughly, examine for wear and
NOZZLE AND NOZZLE HOUSING REMOVAL: damage, replace as necessary.
Drawing HJ-241-01-000 Basic Jet Assemblies Stand-
ard and Dry Run Sht 1 & 2 refers unless otherwise INSPECTING THE STEERING NOZZLE [15] AND
stated. NOZZLE HOUSING [9]:
1. To remove the Nozzle Housing complete with the Examine the following components for wear or
Nozzle still attached, remove the Nuts [27] and damage and repair or replace as necessary:-
Spring Washers [28] from the Studs [9], which 1. Steering Nozzle:- Check that the Steering Arm
secure the Nozzle Housing assembly to the on the top of the Nozzle is not bent. If any cracks
Tailpipe. are visible on the underside of the Steering Arm,
2. Tap off the Nozzle Housing using a Rubber or in the web adjacent to the Pivot Boss, the
Hammer and remove from the Studs [9]. Nozzle MUST NOT be used and should be replaced.
If no faults are found, the underside of the
3. Remove the Nozzle Insert [21] (Drawing HJ-241-
Steering Arm should be crack tested using a dye
06-000 Steering Assembly General Arrangment
penetrant technique to prove the integrity of the
Sht1 refers) from inside the Nozzle Housing and
Steering Arm before re-use. Carry out a check of
check for wear and damage. Replace or repair if
the “ Nozzle Vertical End Float Adjustment”, refer
worn or damaged.
to Item 12 below.
2. Steering Pivot Bush Sleeves [22]. Replace if any
signs of wear, damage or scoring is evident.
3. Steering Pivot Bush [10]. Check for wear and
damage. Replace.
4. Steering Crank Bush [14]. Check for wear or
damage. Replace if worn or loose.
5. Thrust Washer [23]. Check for wear and
damage. Replace.
6. Stepped Adjusting Washer [13]. Check for
wear, deformity and damage. Replace.

9.10
HJ-241 / HSRX 9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

7. Pivot Sleeve [12]. Check for wear and damage. is to allow the Lip Seals to be adjusted to fit
Check the condition of the threads. Replace if the inside of the Nozzle Housing [9].
worn or damaged. 7. Adjust the Lip Seal [24] to give a 0.4mm to 0.6mm
8. Steering Pivot Bolts [11]. Check the condition of clearance to the spherical inner surface of the
the threads and bolt. Replace if worn or Nozzle Housing [9].
damaged. 8. Tightened the Screws [25] to the recommended
9. JT Steering Lip Seals [24]. Check the condition torque to secure the Lip Seals to the rear of the
and security of the Lip Seals. Replace if damaged Nozzle.
or worn. 9. Refit the JT Steering Nozzle [15] complete with
10.Nozzle Anode [20]. Check the condition. the Nozzle Housing [9] to the Tailpipe as shown
Replace if more than ½ corroded. in Section and Section 9.5.2 Re-Assemble the Noz-
zle / Nozzle Housing to the Tailpipe.
9.4.4 Nozzle Assembly Overhaul
STEERING CRANK BUSH [14] REPLACEMENT:
Drawing HJ-241-06-000 Steering Assembly General
Arrangment Sht1 refers. Refer to Drawing HJ-241-06-000 Steering Assembly
General Arrangment Sht1.
REPLACING THE JT STEERING LIP SEALS [24]: To replace the Steering Crank Bush [14], carry out
the following:-
NOTE: The JT Steering Lip Seals can be replaced 1. With the Nozzle [15] removed from the Tailpipe
without separating the Nozzle from the and placed on a workbench, use a hacksaw blade
Nozzle Housing. to carefully cut out the old Steering Crank
To replace the JT Steering Lip Seal [24], carry out Bush[14]. Take care that the Steering Crank
the following actions:- bore is not scored or damaged during removal
1. With the JT Steering Nozzle [15] and the Nozzle of the Steering Crank Bush [14].
Housing [9] removed complete from the Jet Unit 2. Carefully drift out the pieces of the old Steering
Tailpipe and with the Nozzle and Nozzle Crank Bush.
Housing placed face down on a work bench, 3. Ensure that the bore in the Nozzle Boss is
unscrew and remove the 4 Screws [25] at the rear cleaned of old loctite and any corrosion.
of the Nozzle securing the 2 JT Steering Lip Seals
[24] to the rear face of the Nozzle. NOTE: Do Not paint the bore of the Nozzle Boss.
2. Carefully remove the 2 JT Steering Lip Seals [24] 4. Apply a thin coating of Loctite Activator 7471 to
from the rear of the Nozzle Housing and discard. the outside surface of the Steering Crank Bush
3. Replace with 2 new JT Steering Lip Seals, [14] and allow to dry. Do not apply Activator to
ensuring that the JT Steering Lip Seals [24] are the bore of the Steering Arm.
fitted with the overhang of the Seal facing
outwards when the Seal is fitted to the JT Steering NOTE: Loctite Activator 7471 must be used to refit
Nozzle [15]. (Will be facing towards the front of the Steering Crank Bush otherwise the Loctite
the Jet Unit when completely assembled to the 680 will not cure and retain the Bush in
Nozzle Housing [9]). position.
4. Refit the 2 new JT Steering Lip Seals [24] in 5. Apply Loctite 680 to the bore of the Steering Arm
position at the rear of the Nozzle. Boss.
5. Thoroughly clean the threads of the Screws [25] NOTE: There are to be NO dry areas between the
and apply Loctite 222. Steering Crank Bush and the bore of the
6. Secure the JT Steering Lip Seals [24] in position Steering Arm Boss once the Steering Crank
hand tight only using Screws [25] to allow some Bush is fitted.
movement of the Lip Seals for adjustment. 6. Insert the replacement Steering Crank Bush [14]
from the underside of the Nozzle and outwards,
NOTE: There is some movement in the Lip Seals [24] ensuring that the shoulder of the Steering Crank
when loosely secured with Screws [25], this Bush is hard against the underside of the Steering

9.11
9 OVERHAUL HJ-241 / HSRX
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

Crank before commencing the swaging front Intake boss ensuring that the Sleeve is fully
operation. home in the bore.
7. Using a suitable Form Tool or Press, swage the 7. Rotate the Sleeve when fitting to evenly distribute
new Steering Bush to 100 ft/lbs. the loctite around the bore.
8. Check and ensure that the swaging operation has 8. Wipe off any excess loctite from around the
been performed correctly and that the Bush is not Steering Shaft Bush Sleeve.
loose. 9. Refit a new Steering Shaft Bush [3] into the
9. Clean off any surplus Loctite from around the Steering Shaft Bush Sleeve ensuring that the Bush
replacement swaged Steering Crank Bush [14]. sits flush with the end face of the Steering Shaft
Bush Sleeve [27].
FORWARD STEERING SHAFT BUSH [3] & STEER- 10.Refit the Steering Shaft as shown in Section 9.5.3
ING SHAFT BUSH SLEEVE [27] - REPLACEMENT: Steering Shaft Re-Fitting.
The Steering Shaft Bush Sleeve [27] should not
require replacement; However should it be CENTRE STEERING SHAFT BUSH [3], STEERING
necessary to replace the forward Steering Shaft SHAFT BUSH SLEEVE [26] AND O RING [2] - RE-
Bush Sleeve [27], the Steering Shaft should be PLACEMENT:
removed from the Jet Unit as shown in Section The centre Steering Shaft Bush Sleeve [26] should
9.4.2 Steering Shaft Removal. The Steering Shaft not require replacement; However should it be
Bush Sleeve [27] should be pressed out forwards necessary to replace the centre Steering Shaft
from the boss mounted on the top of the Intake Bush Sleeve [26], the Steering Shaft should be
and a new Steering Shaft Bush Sleeve fitted as removed from the Jet Unit as shown in Section
shown below. 9.4.2 Steering Shaft Removal. The centre Steering
1. With the Steering Shaft removed from the Jet Shaft Bush Sleeve [26] should be pressed out
Unit, press out the forward Steering Shaft Bush rearwards from the rear boss mounted on the top
[3] forwards from the Steering Shaft Bush Sleeve of the Intake and a new Steering Shaft Bush Sleeve
[27], mounted in the Intake boss. fitted as shown below.
2. Press out the forward Steering Shaft Bush Sleeve 1. With the Steering Shaft removed from the Jet
[27] forwards from the forward boss on the Unit, remove and discard the O Ring [2] from the
Intake. forward part of the Steering Shaft Bush Sleeve
3. Clean out the bore of old loctite and activator. [26].
2. Press out the centre Steering Shaft Bush [3]
NOTE: The bore in the Intake Flange is NOT to be rearwards from the Steering Shaft Bush Sleeve
repainted. [26], mounted at the rear of the Intake.
4. Apply Loctite Activator 7471 to the outside of the 3. Press out the Steering Shaft Bush Sleeve [26]
replacement rear Steering Shaft Bush Sleeve and rearwards from the centre boss on the Intake.
allow to dry. Do not apply Activator 7471 to the
4. Clean out the bore of old loctite and activator.
forward Intake Flange bore.
NOTE: The bore in the Intake Flange is NOT to be
NOTE: Loctite Activator 7471 must be used to refit
repainted.
the forward Steering Shaft Bush Sleeve [27]
otherwise the Loctite 680 will not cure and 5. Apply Loctite Activator 7471 to the outside of the
retain the Steering Shaft Bush Sleeve in replacement centre Steering Shaft Bush Sleeve
position. [26] and allow to dry. Do not apply Activator 7471
to the rear Intake Flange bore.
5. Apply Loctite 680 to the bore of the Intake boss.
NOTE: Loctite Activator 7471 must be used to refit
NOTE: There are to be NO dry areas between the
the centre Steering Shaft Bush Sleeve [26]
forward Steering Shaft Bush Sleeve [27] and
otherwise the Loctite 680 will not cure and
the boss in the Intake once the Steering Shaft
retain the centre Steering Shaft Bush Sleeve
Bush Sleeve is fitted.
in position.
6. From the front of the Intake, press the forward
6. Apply Loctite 680 to the outside of the centre
Steering Shaft Bush Sleeve into the bore in the
Steering Shaft Bush Sleeve [26].

9.12
HJ-241 / HSRX 9 OVERHAUL
9.4 STEERING ASSEMBLY REMOVAL AND OVERHAUL

NOTE: There are to be NO dry areas between the NOTE: Loctite Activator 7471 must be used to refit
centre Steering Shaft Bush Sleeve [26] and the rear Steering Shaft Bush Sleeve [27]
the boss in the Intake once the Steering Shaft otherwise the Loctite 680 will not cure and
Bush Sleeve is fitted. retain the Steering Shaft Bush Sleeve in
7. From the rear of the Transom, press the centre position.
Steering Shaft Bush Sleeve into the bore in the 5. Apply Loctite 680 to the bore of the Tailpipe boss.
rear Intake boss ensuring that the Sleeve is fully
home in the bore. NOTE: There are to be NO dry areas between the
rear Steering Shaft Bush Sleeve [27] and the
8. Rotate the Sleeve when fitting to evenly distribute
boss in the Tailpipe once the Steering Shaft
the loctite around the bore.
Bush Sleeve is fitted.
9. Wipe off any excess loctite from around the
6. From the rear of the Tailpipe, press the Steering
Steering Shaft Bush Sleeve.
Shaft Bush Sleeve into the bore on the Tailpipe
10.Refit a new Steering Shaft Bush [3] into the boss ensuring that the Steering Shaft Bush Sleeve
Steering Shaft Bush Sleeve ensuring that the Bush is fully home in the bore.
sits flush with the end face of the Steering Shaft
7. Rotate the Steering Shaft Bush Sleeve when fitting
Bush Sleeve [26]. Do not press the Steering Bush
to evenly distribute the loctite around the bore.
[3] fully into the bore of the Steering Shaft Bush
Sleeve [26] as the O Ring [2] sits behind the 8. Wipe off any excess loctite from around the
Steering Bush [3] in the bore of the Steering Shaft Steering Shaft Bush Sleeve.
Bush Sleeve [26]. 9. Refit a new Steering Shaft Bush [3] into the
11.Smear a new O Ring [2] with marine grease and Steering Shaft Bush Sleeve ensuring that the Bush
fit into the space at the front of the centre sits flush with the end face of the Steering Shaft
Steering Shaft Bush [3]. Bush Sleeve [27].
12.Refit the Steering Shaft as shown in Section 9.5.3 10.Refit the Steering Shaft as shown in Section 9.5.3
Steering Shaft Re-Fitting. Steering Shaft Re-Fitting.

REAR STEERING SHAFT BUSH [3] & STEERING STEERING PIVOT BUSH [10] AND SLEEVE [22] RE-
SHAFT BUSH SLEEVE [27] - REPLACEMENT: PLACEMENT:
The rear Steering Shaft Bush Sleeve [27] should The Nozzle Housing is fitted with two stainless
not require replacement; However should it be steel Steering Pivot Bush Sleeves [22] to
necessary to replace the rear Steering Shaft Bush accommodate the Steering Pivot Bushes [10].
Sleeve [27], the Steering Shaft should be removed
from the Jet Unit as shown in Section 9.4.2 Steering NOTE: The Steering Pivot Bush Sleeves [22] need
Shaft Removal. The rear Steering Shaft Bush Sleeve only be replaced if the spherical surface
[27] should be pressed out rearwards from the shows signs of wear or damage.
boss mounted on the top of the Tailpipe and a new 1. The Nozzle Housing should be taken to a
Steering Shaft Bush Sleeve fitted as shown below. workshop facility and the Nozzle removed from
1. With the Steering Shaft removed from the Jet the Nozzle Housing.
Unit, press out the rear Steering Shaft Bush [3] 2. The Steering Pivot Bush Sleeves [22] are pressed
rearwards from the rear Steering Shaft Bush and loctited into the Steering Housing bores,
Sleeve [27], mounted in the boss at the rear of the press out the Sleeve [22] from inside the Steering
Tailpipe. Housing. It may be necessary to apply light heat
2. Press out the rear Steering Shaft Bush Sleeve [27]. to the Nozzle Housing in the area of the Sleeve
[22] to break the Loctite Seal.
3. Clean out the bore of old loctite and activator.
3. Ensure that the Nozzle Housing bores are
NOTE: The bore in the Intake Flange is NOT to be cleaned of old loctite and activator and repair the
repainted. paint finish in the bores as shown on the painting
notes. Drawing HJ-241-06-000 Steering Assem-
4. Apply Loctite Activator 7471 to the outside of the
bly General Arrangment Sht1 refers.
replacement Steering Shaft Bush Sleeve [27] and
allow to dry. Do not apply Activator 7471 to the NOTE: Activator 7075 must be used to refit the
bore in the Tailpipe. Steering Pivot Bush Sleeves [22] otherwise

9.13
9 OVERHAUL HJ-241 / HSRX
9.5 STEERING ASSEMBLY RE-FITTING

the Loctite 325 will not cure and retain the 9.5 STEERING ASSEMBLY RE-
Steering Pivot Bush Sleeves in position.
4. Apply Loctite Activator 7o75 to the outside of the
FITTING
Steering Pivot Bush Sleeves [22] and allow to dry. Refer to Drawing HJ-241-06-000 Steering Assembly
Do NOT apply Activator 7075 to the painted General Arrangment Sht1 & 2, unless otherwise
Nozzle Housing bores. shown.
5. Apply Loctite 325 to the outside of the Steering
Pivot Bush Sleeve [22] and to the Nozzle Housing The Steering Assembly can be
bores. reassembled in several ways. Refer
to the Steering Section of the
NOTE: There are to be NO dry areas between the Manual and the relevant Steering
Steering Pivot Bush Sleeves [22] and the CAUTION
Assembly drawings for correct
Nozzle Housing bores once the Steering Pivot assembly.
Bush Sleeves are fitted.
6. Press the new Steering Pivot Bush Sleeve, fully
home into the Nozzle Housing bores, ensuring 9.5.1 Nozzle Assembly Re-Fitting
that the Sleeves are pressed in evenly and are Refer to Drawing HJ-241-06-000 Steering Assembly
fully home in the bores. General Arrangment Sht1 unless otherwise shown.
7. Clean off any surplus Loctite from around the Prior to refitting the Nozzle Assembly to the Jet Unit,
replacement Sleeves. the Nozzle must be assembled to the Nozzle Housing
and the Lip Seals [24] adjusted.
8. Refit Steering Pivot Bush [10] to the Steering Pivot
Bush Sleeve [22]. NOTE: Ensure that the Nozzle Housing is fitted to
suit either "Nozzle Up" or "Nozzle Down"
NOZZLE ANODE [20] REPLACEMENT: trim as required. Refer to Drawing HJ-241-
Refer to Drawing HJ-241-13-002 Anode Locations. 06-000 Steering Assembly General Arrang-
1. Check the Anode [20] attached to the underside ment Sht1 for trim options.
of the Nozzle.
2. If this Anode is less than half its original size, it FITTING THE NOZZLE TO THE NOZZLE HOUSING:
should be replaced. 1. Ensure that the Nozzle Housing is fitted to suit
3. To replace the Anode on the Nozzle, carry out the correct nozzle trim required. ("Nozzle
the following actions: Straight" or "Nozzle Up" options). Refer to
a) Unscrew and remove 2 x Nuts [7] and Spring Drawing HJ-241-06-000 Steering Assembly Gen-
Washers [8] from the Studs [19], attaching the eral Arrangment Sht1 for trim options.
Anode [20] to the Nozzle [15]. 2. Smear the Stepped Adjusting Washers [13] with
b) Remove the Anode [20] from the Studs [19]. marine grease and fit to Bolts [11].
c) Clean up the contact area where the Anode
will locate, to remove any corrosion and NOTE: Ensure that the Stepped Adjusting Washers
paint. Repair the paint finish. [13] are fitted with the step facing inwards.
d) Fit a new Anode [20] onto the Studs [19]. 3. Smear the outside face of the Pivot Sleeves [12]
e) Fit Spring Washers [8] and Nuts [7] onto the with marine grease and thread the Pivot Sleeves
Studs [19] and torque load to the [12] fully onto the Bolts [11] to retain the Stepped
recommended torque. Adjusting Washers [13] in position.
4. If the Anode is in good condition, ensure that it 4. With the nose of the Nozzle turned either to the
has not been painted over. left or right of centreline, feed the Nozzle into the
5. If a coating has built up on the Anode, scrub the Nozzle Housing.
Anode down with a wire brush. 5. Rotate the Nozzle to align the upper and lower
threaded inserts in the Nozzle with the upper and
lower Steering Bushes [10] fitted in the Nozzle
Housing.

9.14
HJ-241 / HSRX 9 OVERHAUL
9.5 STEERING ASSEMBLY RE-FITTING

NOTE: The Nozzle Attachment Bolts [11] are fitted is to allow the Lip Seals to be adjusted to fit
using Loctite 222. Do not apply Loctite to the the inside of the Nozzle Housing [9].
threads of the Bolts [11] until “Nozzle 3. Thoroughly clean the threads of the Screws [25]
Vertical End Float Adjustment” is completed. and apply Loctite 222.
6. Fit the upper and lower Pivot Bolts complete with 4. Secure the JT Steering Lip Seals [24] using Screws
the Pivot Sleeves [12] and Stepped Adjusting [25]. Tighten to the recommended torque.
Washers [13] fitted, to secure the Nozzle to the
Nozzle Housing.
9.5.2 Re-Assemble the Nozzle /
7. Tighten Bolts [11] and torque load to 60 Nm (45
ft/lbs). Nozzle Housing to the Tailpipe
8. Move the Nozzle through its full arc of travel to Refer to Drawing HJ-241-01-000 Basic Jet Assem-
ensure that the Nozzle moves freely. blies Standard and Dry Run Sht 2.

NOTE: Ensure that the Nozzle Assembly is fitted in

NOZZLE VERTICAL END FLOAT ADJUSTMENT: the correct orientation to suit the application.
Check and ensure that the end float between the Refer to Drawings HJ-241-06-000 Steering
Nozzle and the Nozzle Housing is between 0.1 to Assembly General Arrangment Sht1.
0.3 mm.
1. Measure between the outer shoulder of the NOZZLE INSERT RE-FITTING:
Steering Pivot Bush Sleeve [22] and the inner face
of the Thrust Washer [23]. Refer to Drawing HJ- NOTE: The Nozzle Insert has a cutout in one side to
241-06-000 Steering Assembly General Arrang- correctly locate the Nozzle Insert into the
ment Sht1. This should measure between 0.1 and Nozzle Housing.
0.3 mm. Refit the Nozzle Insert [21] into the Nozzle Housing
2. Invert either one or both of the Stepped Adjusting [9], ensuring that the cutout in the Nozzle Insert
Washers [13] to achieve the measurement above. locates with the spigot in the rear of the Nozzle
Housing. Refer to Drawing HJ-241-06-000 Steering
NOTE: The 'End Float' can be decreased by Assembly General Arrangment Sht1.
inverting one or both of the Stepped Washers
[13]. RE-FITTING THE NOZZLE HOUSING ASSEMBLY
3. Once the "End Float" has been adjusted, remove TO THE JET UNIT:- Refer to Drawings HJ-241-06-
the Pivot Bolts [11] and apply Loctite 222 to the 000 Steering Assembly General Arrangment Sht1.
threads of the Pivot Bolts [11] and refit. 1. Apply Loctite 243 to Studs [9] located on the rear
4. Torque load Pivot Bolts [11] to 60 Nm (45 ft/lbs). face of the Tailpipe.
2. With the Crank boss uppermost, refit the Nozzle
STEERING LIP SEAL ADJUSTMENT: / Nozzle Housing Assembly complete to the
Prior to refitting the Nozzle / Nozzle Housing to the Tailpipe attachment Studs [9] and secure with
Tailpipe, the Steering Lip Seals [24] should be Spring Washers [28] and Nuts [27]. Torque load
adjusted for correct fitment. to the recommended torque.

NOTE: If the JT Steering Lip Seals [24] have been 9.5.3 Steering Shaft Re-Fitting
removed, they should be refitted at this point.
Refer to Drawings HJ-241-06-000 Steering Assembly
Refer to Section 9.4.4 Nozzle Assembly
General Arrangment Sht1.
Overhaul.
1. Smear the ball of the Steering Crank [4] with
1. Place the Nozzle / Nozzle Housing on a
grease and refit into the Steering Crank Bush [14]
workbench with the Nozzle facing downwards.
of the Nozzle [15].
2. Adjust the Lip Seals [24] to give a 0.4 to 0.6mm
2. If the Steering Shaft has been removed to replace
clearance to the spherical inner surface of the
the Steering Bushes. Lightly grease the Steering
Nozzle Housing [9].
Shaft and refit through the Steering Shaft Bushes
NOTE: There is some movement in the Lip Seals [24] from the front to the rear of the Jet Unit.
when loosely secured with Screws [25], this

9.15
9 OVERHAUL HJ-241 / HSRX
9.5 STEERING ASSEMBLY RE-FITTING

3. From outside the vessel, pull the Steering Shaft bly General Arrangment Sht1 & 2, CT-HLM-06-002
[1] rearwards and slide the Steering Crank onto Helm Wheel Options and CT-SJK-02-005 Steering
the end of the Steering Shaft ensuring that the Cylinder, Seastar for further information.
Steering Crank is correctly orientated to suit the 1. Ensure that the Steering Tiller [16] has been
nozzle trim required. (See "Nozzle Up Trim" HJ- securely refitted to the Steering Shaft [1]. Refer to
241-06-005 and "Nozzle Straight Trim" HJ-241- Drawing HJ-241-06-000 Steering Assembly Gen-
06-001 shown on Drawing HJ-241-06-000 eral Arrangment Sht1 & 2. Refer to Sheet 2 for
Steering Assembly General Arrangment Sht1. Tiller connections for Tie Rod, Steering Cylinder
4. Refit Cotter [5] to secure the the Steering Crank or Cable Steering System.
[4] to the Steering Shaft [1] and secure with 2. Operate the Tiller [16] and ensure that there is
Special Washer [6], Spring Washer [8] and Nut freedom of movement.
[7] in the correct order. (Fit the Cotter from the
port side of the Jet Unit, Refer to Drawing HJ-241- 3. Reconnect the Steering Control Cable / Steering
06-000 Steering Assembly General Arrangment Cylinder (Whichever Steering Option is fitted) to
Sht1). Torque load to the recommended torque. the Steering Tiller [16] and operate to ensure that
there is freedom of movement. Refer to Section
5. Operate the Tiller [16] and ensure that there is 5.5.3 Re-Fitting the Steering Components and
freedom of movement. Drawings CT-HLM-06-002 Helm Wheel Options
and CT-SJK-02-005 Steering Cylinder, Seastar for
9.5.4 Steering Cylinder Re-Fitting further information.
Drawing HJ-241-06-000 Steering Assembly General 4. Refit the Reverse Duct and Splash Guard [7] as
Arrangment Sht1 and Drawing CT-SJK-02-005 shown in Section 9.3.2 Reverse Duct: Refit to the
Steering Cylinder, Seastar refers. Jet Unit.
1. Refit the Steering Cylinder in the position pre- 5. Fully check all Steering and Reverse functions to
pared by the Boat Builder and secure as required. ensure correct operation.
2. Reconnect the Cylinder Rod End to the Tiller [16]
or Steering Shaft [1]. (If Tiller for Tie Rods fitted).
3. Reconnect the Steering Cylinder Hose Connec-
tions to the Steering Cylinder. Refer to the Con-
trols Manual Drawing Package for correct Hose
connection layout.
4. Re-connect any Sensors that were previously at-
tached to the Steering Crank. Refer to the Over-
haul Section of the Controls Manual.

NOTE: If this Jet Unit is fitted with the "Seastar"

Steering Cylinder as a steering option, refer
to the "Seastar Manual" supplied with the
Steering Cylinder for Overhaul information.

9.5.5 Steering Linkages Adjustment

Refer to Section 5.5.4 Assembling the Jet Steering Till-
ers, Section 5.5.5 Centering the Jet(s) Steering and
Drawing HJ-292-06-000 Steering Assembly General
Arrangment Sht2 for information on Steering Linkage
and Tiller adjustment for multiple Jets.

9.5.6 Steering Cylinder / Control

Cable Connect
Refer to Section 5.5.3 Re-Fitting the Steering Compo-
nents and Drawings HJ-241-06-000 Steering Assem-

9.16
HJ-241 / HSRX 9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

9.6 BEARING HOUSING Bearing Housing Dismantling

Refer to Drawings HJ-241-01-000 Basic Jet Assem-
ASSEMBLY OVERHAUL blies Standard and Dry Run Sht 1 & 2.
Refer to Drawings HJ-241-01-000 Basic Jet Assem-
blies Standard and Dry Run Sht 1 & 2. The Water Seal should not be
removed unless it is being
Overhaul of the Bearing Housing with the Vessel
replaced. The Water Seal will not
afloat is not recommended, as the Seal Face Holder
perform correctly if it is removed
would not remain in place once the Bearing Housing CAUTION
and then reinstalled.
is dismantled.
The Water Seal need only be
Exercise extreme care if Water replaced if it is leaking, or there is
Seal replacement is to be carried insufficient material left to last to
out in the vessel as water may the next inspection. refer to sec-
enter the vessel through the Intake tion 8 Maintenance for details of
WARNING Opening. Never leave the Inspec- the inspection required.
tion Cover removed.

Figure 29: Bearing Housing & Waterseal Components

DISMANTLING THE BEARING HOUSING ASSEM- NOTE: If the Mainshaft is to remain in the Jet Unit,
BLY:- the Water Seal Retaining Pin [15] can
To dismantle the Bearing Housing, carry out the remain fitted to the Mainshaft.
following operations: 8. Remove the Bearing Housing [8] complete from
1. Disconnect the Drive Shaft from the Jet Unit the Intake [19] with Bearing [7], Outer Seal [6]
Coupling. and Outer Seal Sleeve [5].
2. Fit the Reaction Arm Tool to the Jet Unit Coupling NOTE: One half of the Bearing Inner Race will
to prevent the Coupling from turning. probably stay on the Mainshaft. Remove
3. Unscrew Coupling Nut [10] and remove. this and keep it with the Bearing. Do not
4. Remove the Reaction Arm Tool from the Jet Unit swap the Bearing Inner Race halves. Keep
Coupling. the Bearing clean.
5. Fit the Puller to the end of the Coupling and 9. Remove the Bearing [7] and the outer Seal [6]
remove the Coupling. Gently tap the Coupling from the Bearing Housing [8].
with a hammer during removal. 10.Remove the Bearing Carrier [3] from the
6. Remove the Coupling Key [11]. Mainshaft.
7. Remove the Nuts [17] and Spring Washers [16]
from Studs [43] attaching the Bearing Housing [8]
to the Intake [19].

9.17
9 OVERHAUL HJ-241 / HSRX
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

9.6.1 Water Seal Removal NOTE: Take care during removal of the Waterseal
Assembly as the Stationary Face is ceramic
Refer to Drawings HJ-241-01-000 Basic Jet Assem-
and is quite brittle.
blies Standard and Dry Run Sht 1 & 2 and Drawing
61483 Rotary Seal.
REMOVING THE BEARING HOUSE ASSEMBLY
COMPLETE WITH MAINSHAFT AND WATERSEAL.
The Water Seal should not be
removed unless it is being NOTE: The Bearing Housing can be dismantled
replaced. The Water Seal will not complete with the Jet Unit Coupling,
perform correctly if it is removed Mainshaft and Waterseal attached, if the
CAUTION Impeller has already been removed.
and then reinstalled.
The Water Seal need only be If the Impeller has already been removed, proceed
replaced if it is leaking, or there is as follows:-
insufficient material left to last to 1. Remove the Nuts [17] and Spring Washers [16]
the next inspection. refer to sec- on the 3 Studs [43] attaching the Bearing Housing
tion 8 Maintenance for details of [8] to the Intake [19].
the inspection required.
2. While supporting the Mainshaft, the complete
1. Lubricate the Mainshaft with a 20:1 water and Bearing Housing, Waterseal and Mainshaft
household detergent mix to help remove the Assembly can now be removed by tapping the
Water Seal. Seal Face Holder forward from the rear of the Jet,
using a hammer and wooden drift.
NOTE: The Rubber Bellows [5] ( Shown in Drawing 3. The complete Assembly can now be removed to
61483 Rotary Seal) may adhere to the a workbench to carry out further dismantling.
Mainshaft and may require cutting to
remove. Take care not to score the Mainshaft 4. Continue as from Sub-Heading “Water Seal
if the Rubber Bellows has to be cut away. Removal” to dismantle the remainder of the
Bearing Housing Assembly.
2. The Seal Face Holder [12] assembly can now be
removed by gently tapping the Seal Face Holder
CHECKING FOR WEAR:-
forward from the rear of the Jet, using a wooden
drift. Clean all components and check the following parts
for wear or damage. Obtain replacement parts if
3. Take care to support the Mainshaft as the Seal significant wear or damage is found.
Face Holder comes free.
1. Inner and Outer Main Bearing Seals [6]. Check
4. Remove the Seal Face Holder [12] complete with the Seals for wear, cuts or deformity. Replace if
the Inner Seal [6] and the Inner Seal Sleeve [5]. damaged.
5. Remove Intake/Seal Face Holder "O" Ring [35]. 2. Inner and Outer Seal Sleeves [5]. Check the
6. Remove the Water Seal Carbon Face forwards off Seals for wear, fretting or damage. Replace if
the Mainshaft. Item [3] of Drawing 61483 Rotary damaged. The Sleeves may be turned end for end
Seal. instead of replacing.
7. Break the seal between the Water Seal Neoprene 3. Bearing [7]. Check that the Bearing has no signs
Bellows [4] and the Mainshaft. Slide the of wear. Replace if any signs of wear are evident.
Neoprene Bellows [4], Holder [5], Spring [6] and
Spring Cap [7] forward off the Mainshaft. NOTE: Do not swap the Bearing inner halves. Keep
Drawing 61483 Rotary Seal refers. the Bearing clean.
4. Bearing Housing [8]. Ensure that there are no
signs of wear, fretting or relative movement in
the Bearing Housing.
5. Bearing Carrier [3]. Ensure that there are no
signs of wear, fretting or damage.
6. Seal Face Holder [12]. Ensure that there are no
signs of wear, fretting, or relative movement.

9.18
HJ-241 / HSRX 9 OVERHAUL
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

7. Waterseal and Stationary Face Assembly

(Items [2] & [3] in Drawing 61483). Check the
mating faces of Items [2] & [3] are not scored, Table 13: HJ-241 Jet Waterseal Components
cracked or chipped. The Waterseal Stationary
ITEM NO. DESCRIPTION
Face [2] should be checked without removing it
from the Seal Face Holder [12]. 1 Neoprene Boot
8. It is recommended that all the Seal rotary
components ([3], [4], [5], [6] & [7] and the 2 Ceramic Stationary Face
Stationary Face components [1] & [2] in Drawing 3 Resin Bonded Face
61483 Rotary Seal be replaced even if only one
appears worn. 4 Neoprene Bellows
9. O-Ring [35]. Check for cuts, deformation or 5 Holder
permanent set. Replace "O" Ring if any defects
or damage are found. Ensure that this "O"-Ring 6 Spring
is refitted on reassembly. 7 Spring Cap
10.Mainshaft [1]. Check for signs of scuffing,
pitting or corrosion. Remove any burrs from the
Waterseal area with emery paper. Thoroughly 9.6.2 Water Seal Replacement and
clean on completion. Re-Fitting
11.All Parts. Thoroughly clean and examine all
parts prior to re-assembly.
All Water seal faces must be clean
and free of grease.

CAUTION

1. If the Mainshaft has been removed from the Jet

Unit and the Water Seal Retaining Pin [15] has
been removed, insert a new Water Seal Retaining
Pin [15] into the hole in the Mainshaft, folding the
legs closely around the Mainshaft to avoid their
fouling with the Seal Face Holder [12].
2. Coat the Mainshaft / Water Seal location area
with a 20:1 water and household detergent mix.
3. Slide the Waterseal Spring Cap [7] and Spring [6]
Figure 30: HJ-241 Jet Water Seal (Drawing 61483 Rotary Seal refers) onto the
Mainshaft up to the Water Seal Retaining Pin
hole in the Mainshaft.
4. Carefully slide the remaining Water Seal Rotary
components (Items [3],[4] & [5] of Drawing
61483 Rotary Seal) onto the Mainshaft, to their
approximate final position. If necessary wrap
tape around the Mainshaft shoulder to ease the
Water Seal over, this will prevent damaging the
Water Seal.

NOTE: The Neoprene Bellows [4] (Shown in

Drawing 61483 Rotary Seal) will bind to
the Mainshaft [1] after about 15 minutes,
ensure that the assembly of the Bearing

9.19
9 OVERHAUL HJ-241 / HSRX
9.6 BEARING HOUSING ASSEMBLY OVERHAUL

Housing and Water Seal is complete within 12.Apply marine grease to the ‘O’ Ring [37] fitted to
this time. the Intake recess and around the Seal Face
5. Wipe away all traces of the water and detergent Holder contact area with the Intake.
mixture from the Mainshaft and Water Seal. This 13.Lightly grease the inner Seal Sleeve [5] and fit
prevents corrosion of the Mainshaft if the Jet Unit over the Mainshaft [1]. Push the Seal Sleeve
is put into storage. Do not allow grease or oil through the inner Oil Seal [6] until the Seal Sleeve
near the Water Seal face. rests against the shoulder on the Mainshaft.
6. Lubricate the Seal Face Holder [12] and the 14.Lightly smear the outer surface of the outer Oil
Stationary Face Rubber Boot with a 20:1 water Seal [6] with grease. Press the outer Oil Seal [6]
and household detergent or liquid soap mix. into the recess in the Bearing Housing [8] until
7. Fit a new Rubber Boot [1] and Ceramic Face [2] the Outer Oil Seal is firmly against the shoulder
(Refer to Figure 30: HJ-241 Jet Water Seal) to the in the Bearing Housing. Ensure that the lip of the
rear of the Seal Face Holder [12] and ensure that seal faces the Coupling Flange when the Bearing
it is pushed fully home into the recess in the rear Housing is fitted in position. Refer to Figure 29:
of the Seal Face Holder. Bearing Housing & Waterseal Components.
8. Fit the Seal Face Holder over the Mainshaft and 15.Pre-pack the Main Bearing [7] with an approved
push into place against the Intake Face. bearing grease, then press the Bearing into the
Bearing Housing [8].
9. The Bearing Housing can now be re-fitted.
16.Fit the Bearing Housing [8] complete with
Bearing [7] over front part of the Mainshaft and
9.6.3 Re-Assembly of the Bearing locate into Studs [43] fitted to the forward face of
Housing the Intake [19].
Refer to Drawing HJ-241-01-000 Basic Jet Assem- 17.Fit Spring Washers [16] and Nuts [17] to Studs
blies Standard and Dry Run Sht 1. [43] and secure the Bearing Housing to the
Intake. Torque load to the recommended torque.
NOTE:
18.Smear the Bearing Carrier [3] with grease and
1. The Main Bearing Seals [6] are oriented as carefully slide the Bearing Carrier onto the
shown to ensure that the grease pumped in Mainshaft and into the Bearing Housing through
through the Grease Nipple (Item [18] of the centre of the Bearing [7].
Drawing HJ-241-01-000 Basic Jet Assemblies
19.Using a soft hammer, gently tap the Bearing
Standard and Dry Run Sht 1.) passes through
Carrier [3] until it is level with the outside face of
the Bearing and excess grease can escape out
the Bearing [7].
past the front Main Bearing Seal [6] of the
Bearing Housing where it can be seen. 20.Apply grease to the outer face of the Outer Seal
Sleeve [5] and slide the Outer Seal Sleeve along
2. If the Inner Seal [6] is fitted incorrectly, grease
the Mainshaft towards the Bearing Housing.
may not get into the Bearing, and will escape
into the Water Seal cavity. Grease on the 21.Carefully push the Outer Seal Sleeve through the
Water Seal will attract grit and will form a Outer Oil Seal [6] fitted in the Bearing Housing,
grinding paste which will destroy the Water until the Seal Sleeve rests firmly against the
Seal. Bearing [7].
10.Fit a new "O"-Ring [35] to the recess in the 22.Lightly grease the bore and keyway of the
Intake. Coupling Flange, the keyway of the Mainshaft
and the contact face of the Coupling Nut [10].
11.Lightly smear the outer surface of the inner Oil
Seal [6] with grease and press the inner Oil Seal 23.Fit the Coupling Key [11] to the Mainshaft and
[6] into the Seal Face Holder [12]. Ensure that the tap into position with a soft hammer.
lip of the seal faces towards the Coupling Flange 24.Fit the Coupling to the Mainshaft, ensuring that
when the Seal Face Holder is fitted in position. Refer the keyway in the Coupling aligns with the
to Figure 29: Bearing Housing & Waterseal Com- Coupling Key [11] fitted to the Mainshaft.
ponents.
25.Ensure that the Coupling Key [11] has not been
dislodged whilst fitting the Coupling to the
Mainshaft.

9.20
HJ-241 / HSRX 9 OVERHAUL
9.7 TAILPIPE AREA - OVERHAUL

26.Fit the Coupling Nut [10] to the Mainshaft. 9.7 TAILPIPE AREA - OVERHAUL
27.Fit the Reaction Arm Tool to the Jet Unit Coupling Refer to Drawing HJ-241-01-000 Basic Jet Assem-
to prevent the Coupling from turning. Torque blies Standard and Dry Run Sht 1 & 2
load Coupling Nut [10] to 275 Nm (200 ft/lbs).
If the Reverse Duct has not already been removed, it
28.Refill the Bearing Housing with an approved must be removed before proceeding. Refer to Section
bearing grease. This can be carried out using the 9.2.1 Reverse Duct Removal.
Grease Nipple [18] on the top of the Bearing If the Steering Linkages have not already been
Housing. (Drawing HJ-241-01-000 Basic Jet As- disconnected, they must be disconnected before
semblies Standard and Dry Run Sht 1 refers). proceeding. Refer to Section 9.4.2 Steering Shaft Re-
29.Whilst slowly rotating the Mainshaft, lightly moval.
grease the Bearing via the Grease Nipple [18] on
the top of the of the Bearing Housing. Continue 9.7.1 Impeller - Checking for Wear
adding grease until the grease is seen to escape
between the outer Seal Sleeve [5] and the outer Before dismantling the Tailpipe end of the Jet,
Seal [6]. Wipe off any excess grease. remove the Inspection Cover [20] (or Intake
Screen [24] if in dry dock) and carry out the
30.Turn the mainshaft by hand to ensure that it following checks :
rotates freely before connecting the Coupling to
the driveshaft. 1. Impeller Tip Wear Check:
Using feeler gauges, check clearance between the
31.Put the vessel in the water and run the Jet Unit to
tips of the Impeller Blades and the Wear Ring [37]
check that the Water Seal is not leaking.
at each side of the Unit (i.e. not top and bottom).
Maximum recommended worn clearance is 1.1 mm
(0.043 ins) per side.
2. Water Bearing Wear Check:
Push the Mainshaft [1] hard from side to side.
Check total sideways movement at the blade tips.
Maximum recommended worn total movement is
0.5 mm (.020 ins per side). This indicates the
amount of wear in the Water Bearing [2] and
Bearing Sleeve [4].

9.7.2 Tailpipe Area - Dismantling

Refer to Drawings HJ-241-01-000 Basic Jet Assem-
blies Standard and Dry Run Sht 1 & 2.

DISMANTLING:—If the Tailpipe is being removed

complete, proceed as follows, otherwise refer to
Section 9.4.2 Steering Shaft Removal for the removal
of the Steering Components.
1. Ensure that the procedures shown in Section
9.2.1 Reverse Duct Removal and Section 9.4.2
Steering Shaft Removal of this Manual have been
carried out to remove the Reverse Duct and the
Splash Guard [7] and to disconnect the Steering
Shaft and Steering Control Cable / Steering
Cylinder.
2. Ensure that the Steering Shaft has either been
withdrawn from the Steering Bush located in the
Tailpipe or completely removed from the Jet Unit.

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9 OVERHAUL HJ-241 / HSRX
9.7 TAILPIPE AREA - OVERHAUL

3. Unscrew and remove Nuts [17] and Spring 5. Stator Blades. Check for signs of damage or
Washers [16] from the Studs [30] securing the erosion to the leading edges. Dress off any burrs.
Intake to the Tailpipe. 6. Plug [36] (On Tailpipe). Check the Water-
4. Hit the Tailpipe sideways with the heel of the Offtake Screen by removing any stones from the
hand or a rubber mallet to free the joint. filter holes.
5. Gently ease the Tailpipe [41] aft off the Studs [30]
and slide it carefully off the Impeller. The 9.7.4 Wear Ring and Insulator
Impeller and Impeller Nut is now exposed. Removal and Replacement
IMPELLER REMOVAL:
WEAR RING AND INSULATOR REPLACEMENT:
6. Fit the Reaction Arm to the Coupling Flange to
prevent the Mainshaft from turning and unscrew
the Impeller Nut [10].
7. Remove the Impeller Nut [10] from the rear end START
of the Mainshaft.
8. Remove the Water Bearing Sleeve [4].
9. The Impeller can be withdrawn off the Mainshaft,
ensuring that the Key [11] is also removed.
STEP 1
9.7.3 Inspection of the Tailpipe
Marine Bearing and Wear
Ring
STEP 2
With the Tailpipe removed from the Jet Unit
Intake as shown in Section 9.7.2 Tailpipe Area -
REMOVAL
Dismantling, carry out the following actions:-
1. Marine Water Bearing Sleeve [4]. Check the
condition of the Marine Bearing, if it is badly
scored or worn, it will have to be extracted from
the Tailpipe and replaced. Refer to Section 9.7.7
Tailpipe Overhaul.
2. Tailpipe water drain hole. Check that the water
drain hole in the centrew of the tailpipe cone is INSERTION 1 2 3
not blocked. Clear any blockage found.
3. Wear Ring [37] and Insulator [38]. Check for Figure 31: Wear Ring Inspection & Removal Instructions
wear on the Wear Ring. This should be evident
where the Impeller has been running. If there is STEP 1:
evidence of excessive wear by a 0.5mm lip, or 1. Find the joint in the Wear Ring [37] and force a
signs of corrosion through or beneath the Wear long thin screwdriver between the Wear Ring
Ring. The Wear Ring and Insulator should be [37] and the Insulator [38], adjacent to the Wear
replaced. Refer to Section 9.7.4 Wear Ring and In- Ring joint, until the end of the Wear Ring is free.
sulator Removal and Replacement. (See ‘Step 1 Removal’ in Figure 31: Wear Ring In-
4. Insulation. Check the Insulation between the spection & Removal Instructions).
Wear Ring and the Tailpipe Casing. Using a
multimeter. check the insulation between the STEP 2:
Wear Ring and the Tailpipe Casing. If the 2. Pull the free end of the Wear Ring inwards and
insulation has broken down, corrosion will occur remove it from the Tailpipe. (See ‘Step 2 Removal’
beneath the Wear Ring. The Wear Ring and in Figure 31: Wear Ring Inspection & Removal In-
Insulator should be replaced as shown in Section structions).
9.7.4 Wear Ring and Insulator Removal and Re-
placement.

9.22
HJ-241 / HSRX 9 OVERHAUL
9.7 TAILPIPE AREA - OVERHAUL

3. Remove the Insulator [38] and thoroughly clean STEP 2:

and degrease the Tailpipe Bore. 4. Place a heavy steel plate against the edge of the
Wear Ring (The plate is used to prevent damage to
PREPARING A NEW WEAR RING FOR FITTING: the end of the Wear Ring and should cover whole
1. Before fitting a new Wear Ring, it should be trial diameter of Wear Ring).
fitted into the Tailpipe bore with No Insulator 5. Drive the Wear Ring evenly into the Tailpipe
Fitted. recess by hitting the plate with a large hammer.
2. There should be a gap of approximagely 1mm 6. Continue pushing the Wear Ring into the Intake
between the mating ends of the Wear Ring with until the Wear Ring sits approximately 0.8 mm
the Wear Ring completely fitted into the Tailpipe (1/32") from the end of the recess in the
bore. Tailpipe. Refer to Figure 33: Wear Ring Aft Posi-
3. The Wear Ring may not fit without some “dress” tion.
filling of the mating ends to reduce the 7. The Wear Ring must not touch any part of the Jet
circumference slightly. DO NOT REMOVE TOO Unit except the Insulator.
MUCH METAL FROM THE WEAR RING as the
8. The Wear Ring is correctly fitted when it
Wear Ring must be a tight fit in the Tailpipe once
protrudes by 2 mm from the forward end of the
the Insulator is fitted. This ensures that the Wear
Tailpipe.
Ring remains in the correct position during
operation. NOTE: The Wear Ring is in the correct position
when it is located approximately 0.8 mm (1/
FITTING A NEW INSULATOR: 32") from the end of the recess in the
1. Paint the Tailpipe Bore with a thin layer of two Tailpipe Figure 32: Wear Ring Forward
pot vinyl etch primer suitable for Aluminium and Position and the Wear Ring protrudes by up
allow to dry. to 2 mm from the forward face of the
Tailpipe. Figure 33: Wear Ring Aft Position.
2. Apply a coat of zinc phosphate epoxy primer.
This gap must be maintained to prevent
(such as International Paints Intercure 200 HS)
electrical contact between the Wear Ring and
and allow to dry.
the Tailpipe / Intake of the Jet Unit.
3. Apply a second coat of zinc phosphate expoxy
9. On completion of the fitting of the Wear Ring,
primer. While the primer is still wet, fit in a new
electrical insulation between the Wear Ring and
Insulator [38] into the Tailpipe, ensuring that the
the Intake Casting chould be check using a
Insulator is in contact with the primer over the
multimeter. The resistance reading should be
whole surface.
over 1000 ohms.
4. Smear the complete insulator surface with a thin
layer of grease or oil.

FITTING A NEW WEAR RING:

STEP 1:
1. Take a new Wear Ring [37] and with the chamfer
end leading, butt the strip at the chamfers by
twisting slightly, (this reduces the lead in
diameter) (See ‘Step 2 Insertion’ in Figure 31:
Wear Ring Inspection & Removal Instructions).
2. Gradually feed it inside the Insulator [38] fitted in
the Tailpipe until it butts fully. (See ‘Step 3 Figure 32: Wear Ring Forward Position
Insertion’ in Figure 31: Wear Ring Inspection &
Removal Instructions).
3. Slide the Wear Ring in evenly as far as possible
by hand.

9.23
9 OVERHAUL HJ-241 / HSRX
9.7 TAILPIPE AREA - OVERHAUL

back to it's original smooth profile checking

against undamaged blades.
3. Inspect the leading edges, excessively worn or
INTAKE
blunt leading edges may be built up by welding.
AFT
Blunt Impellers cause loss of performance and
INSULATOR
sometimes cavitation.
4. Check the Impeller O.D.
1
0.8mm( 32 ") GAP
BLADE LEADING EDGE REPAIR PROCEDURE:
WEAR RING
Drawing HJ-241-03-001 Impellers shows the
desired blade profile. The following information
should also be referred to:
Figure 33: Wear Ring Aft Position 1. Dress the edge back to a smooth curve removing
the minimum amount of metal.
9.7.5 Impeller Area - Overhaul 2. Weld repair damaged edges if required.
Minor corrosion damage around the Wear Ring / 3. Dress both faces of the blade taking slightly more
Impeller position inside the Tailpipe, such as pitting metal off the rear side until the leading edge is the
may be repaired by welding. Grind the welded same thickness all along. Refer to Drawings
surface flush with the original surface. 82206 Impeller Blade Dressing Instructions and
If the surface wear is more than 1mm deep, a new Balancng Information Sht 1 - 4.
Intake should be fitted. 4. Blend well back into the original blade surface.
5. Both front and rear surfaces are to be a smooth
9.7.6 Impeller Overhaul uniform curve with no sudden bumps or change
in direction.
6. Grind or file a smooth radius along the leading
Avoid using excessive heat during edge. Refer to Drawings 82206 Impeller Blade
welding. Dressing Instructions and Balancng Information
Sht 1 - 4.
CAUTION
IMPELLER OUTSIDE DIAMETER (O.D.) REPAIR
NOTE: All welds must be passivated to prevent PROCEDURE:
corrosion.
1. If the Impeller OD is excessively worn it may be
Impellers are stainless steel type CF8M conforming built up by welding. After welding turn the
to ASTM A 743 or 316 to BS 3100. Filler metal Impeller on a mandrel to the correct OD. Use
should have chemical analysis similar to AISI 316L light cuts to avoid blade distortion. Dress the
(Carbon content less than 0.03%) Post weld heat faces back flush with the original surfaces.
treatment is not required. Passivation is required
after welding is completed. 2. Turn the outside diameter to 239.55 - 239.40 mm
(9.431" - 9.425") making sure that it is
concentric with the bore. (Light cuts should be
INSPECTION:
taken when turning outside diameter to avoid
1. Inspect all surfaces of the Impeller for any sign of deformation of the Impeller Blades).
corrosion or erosion damage. Damaged areas
3. File and polish the Impeller Blades.
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 using suitable tools. Bring the blade

9.24
HJ-241 / HSRX 9 OVERHAUL
9.7 TAILPIPE AREA - OVERHAUL

BALANCING: 4. When pressing in the new marine water bearing,

1. The Impeller must be balanced if welding or use a wooden block under the nose of the
grinding has been carried out on the Impeller. Tailpipe to take the load.
2. Balance the Impeller statically, preferably on the
NOZZLE BUSHES - REPLACEMENT:—Ensure that
Mainshaft with the Coupling and all Impeller and
all worn or damaged Steering and Reverse System
Coupling Keys in place. If this is not possible
Bushes, Scrapers and Seals have been replaced prior
then balance the impeller statically on a suitable
to re assembly of the Tailpipe and Nozzle. Refer to
mandrel set on horizontal knife edges or bars to
Section 9.4.2 Steering Shaft Removal and Section
within the maximum out of balance specified.
9.4.4 Nozzle Assembly Overhaul.
3. Balance to within 27 gm-cm (0.38 oz/ins.).
Balance weights of 316SS may be welded to the EXTERNAL TAILPIPE ANODES [39] -
inside of the hub and grinding is permitted. REPLACEMENT:—Refer to Drawings HJ-241-01-
000 Basic Jet Assemblies Standard and Dry Run Sht 1
PASSIVATION: & 2 and Drawing HJ-241-13-002 Anode Locations.
1. Check the 2 x external Tailpipe Anodes [39]
Appropriate safety glasses, pro- attached to the underside of the Tailpipe, if these
tective gloves and clothing must are less than half of their original size, they
be worn to prevent skin exposure should be replaced.
to nitric acid. a) To replace the External Tailpipe Anodes, carry
WARNING out the following operation:-
1. If the Impeller has been welded, passivation is b) Remove the Nuts [27], Spring Washers [28]
required. and Screws [40] securing the Anodes to the
web on the underside of the Tailpipe.
2. Immerse the Impeller in hot 30% Nitric Acid for
c) Remove the External Anodes [39].
at least 2 hours.
d) Clean up the contact area where the Anode
3. Rinse in clean water. will locate to remove any corrosion and paint.
4. If nitric acid immersion is not possible, a "Brush Repair the paint finish.
On" pickling / passivation gel may be used on e) Fit a new External Anodes [39] and secure
weld and heat affected areas. with Screws [40], Spring Washers [28] and
Nuts [27]. Torque load to the recommended
9.7.7 Tailpipe Overhaul torque.

Refer to Drawings HJ-241-01-000 Basic Jet Assem- 2. If the Anodes are still in good condition, ensure
blies Standard and Dry Run Sht 1 & 2. that they have not been painted over.
3. Scrub down the Anodes with a wire brush if a
TAILPIPE: coating has built up on the Anodes.
1. Check the Marine Water Bearing [2] and Bearing
Sleeve [4] for wear or severe scoring and if INTERNAL TAILPIPE ANODES [50] -
necessary replace. Refer to Section 8.5.1 Jet Unit REPLACEMENT:—Drawings HJ-241-01-000 Basic
Servicing Details Item No16 h). Also refer to Sec- Jet Assemblies Standard and Dry Run Sht 1 & 2 and
tion 9.7.1 Impeller - Checking for Wear. Replace Drawing HJ-241-13-002 Anode Locations refer.
automatically if the Impeller has just been built 1. Check the 4 x Internal Tailpipe Anodes [50]
up and the Wear Ring has been replaced. attached to the Anode Mounting Plate [44] which
2. Use an internal extractor to pull the Marine is fitted to the forward face of the Tailpipe.
Water Bearing [2] from the Tailpipe. Should these be less than 2/3rds their original
size, they should be replaced.
3. Apply grease to the Tailpipe bore before inserting
a new Marine Water Bearing but ensure that 2. To replace the 4 x Internal Tailpipe Anodes [50],
grease is kept away from the Rubber Bearing carry out the following operation:-
surfaces. a) With the Tailpipe removed from the Intake
[19], remove the Nyloc Nuts [65] and Spring
Washers [28] from the Studs [52] attaching
the Anode Mounting Plate [44] to the Tailpipe.

9.25
9 OVERHAUL HJ-241 / HSRX
9.7 TAILPIPE AREA - OVERHAUL

b) Remove the Bolts [51], Nyloc Nuts [65] and TAILPIPE RE-ASSEMBLY:
Spring Washers [28] securing each Anode to 7. Dust the Water Bearing [2] with talcum powder
the Anode Mount Plate. or french chalk.
c) Remove the 4 Internal Tailpipe Anodes [50].
d) Clean up the contact area where the Anodes 8. Clean and grease the Tailpipe / Intake contact
will locate to remove any corrosion and paint. faces.
Repair the paint finish. 9. Check the Intake / Tailpipe O-Ring [42] for
e) Clean the threads of the attachment Bolts [51] permanent set. Replace if necessary. To refit the
and apply Loctite 243 to the threads. "O" Ring [42], stretch the O-Ring by hand until it
f) Fit new Internal Tailpipe Anodes [50] to the is a snug fit in the Intake recess and holds itself
Anode Mounting Plate [44] and secure with in place. Grease can be used to help keep the O
Bolts [51], Nyloc Nuts [65] and Spring Washer Ring in place and to ensure that the O Ring is not
[28]. Torque load Nyloc Nuts to the pinched during assembly.
recommended torque. 10.Carefully refit the Tailpipe over the Impeller and
g) Clean the threads of the Studs [52] located on onto the Intake and Tailpipe Studs [30].
the inner face of the Tailpipe and apply Loctite
11.Apply a light smear of grease to the threads of
243 to the threads of the Studs [52]
the Studs [30].
h) Refit the Anode Mounting Plate [44] to the
Tailpipe and attach to Studs [52] with Nuts 12.Refit Spring Washers [16] and Nuts [17] and
[27] and Spring Washers [28]. Torque load to tighten evenly to the correct torque.
the recommended torque. 13.Rotate the Mainshaft to ensure that the assembly
3. If the Anodes have not been replaced and are still will rotate.
in good condition, ensure that the Anodes are not 14.The Nozzle and Nozzle Housing can be re-fitted
painted over. to the Tailpipe. Refer to Section 9.5.2 Re-Assemble
4. Scrub the Anodes with a wire brush if a coating the Nozzle / Nozzle Housing to the Tailpipe.
of corrosion has built up on the Anodes. 15.Re-connect the Steering Shaft and Steering
Control Cable / Steering Cylinder or Tie Rod
9.7.8 Tailpipe Area Re-Assembly (Whichever steering option fitted). Refer to
Section 9.5.3 Steering Shaft Re-Fitting.
Refer to Drawings HJ-241-01-000 Basic Jet Assem-
blies Standard and Dry Run Sht 1 & 2. 16.Refit the Reverse Duct and the Splash Guard [7].
Refer to Section 9.3.2 Reverse Duct: Refit to the Jet
IMPELLER RE-ASSEMBLY: Unit.
1. Smear a light coating of grease over the
Mainshaft from the rear of the threaded area to
the shoulder on the Mainshaft. Do not grease the
threads on the Mainshaft.
2. Insert the Impeller Key [11] into the Mainshaft
keyway and tap into position with a soft
hammer.
3. Slide the Impeller onto the Mainshaft ensuring
that the Impeller engages fully with the Impeller
Key [11].
4. Fit the Bearing Sleeve [4] onto the Mainshaft.
5. Apply "Loctite 243" or equivalent to the
Mainshaft threads.
6. Fit the Impeller Nut [10]. Torque load to 275 Nm
(200 ft/lbs).

9.26
HJ-241 / HSRX 9 OVERHAUL
9.8 TRANSOM PLATE ASSEMBLY OVERHAUL

9.8 TRANSOM PLATE ASSEMBLY 1. Slacken and remove the Screws [9], Nuts [4], Flat
Washers [6], and Spring Washers [5] securing
OVERHAUL the Transom Plate to the Transom.
Refer to Drawings 2. Remove the Transom Plate off the Jet Unit Intake.
HJ-241-08-001 Installation Details GRP Hull , 3. Remove the Transom Plate O Ring [8] from to O
HJ-241-08-002 Installation Details Aluminium Hull Ring groove around the Jet Unit Intake and
HJ-241-08-003 Installation Details Steel Hull Sht1. discard.
4. Clean off any old RTV Sealant from the Transom
NOTE: The Transom Plate O Ring [8] and Transom
Plate [1] and the Transom and examine the
Plate [1] should not be removed unless they
Transom Plate for damage and corrosion.
are suspected of leaking or unless the
Replace or repair as required.
Transom Plate [1] is corroded or damaged.
Should it be necessary to remove the Transom Plate 5. Ensure that the Seal contact surface of the
Assembly from the Transom, for repair or Transom Plate is free of corrosion and will give a
replacement of damaged or worn components, good contact area with the Transom O Ring [8].
carry out the following operation.
To replace the Transom Plate O Ring [8] or Transom STEEL HULLS:
Plate [1], the Reverse Duct and Tailpipe must be Refer to Drawings HJ-241-08-003 Installation De-
removed complete, to allow access to remove the tails Steel Hull Sht1 & 2.
Transom Plate. To remove the Transom Plate [1] and replace the
Transom Plate O-Ring [8], carry out the following:
9.8.1 Transom Plate Removal 1. Slacken and remove the Bolts [9], Flat Washers
[6], Spring Washers [5] and Nuts [4] securing the
NOTE: The Transom Plate [1] can only be removed Transom Plate to the Transom. Note that there
with the Reverse Duct and Tailpipe removed are 2 Flat Washers [6] fitted to either side of the
from the Jet Unit. Transom / Transom Plate.
Should it be necessary to remove the Transom 2. Remove the Nylon Insulating Bushes [19] from
Plate from the Vessel Transom, carry out the around the Transom Plate.
following actions:-
3. Remove the Transom Plate off the Jet Unit Intake.
1. Remove the Splash Guard and Reverse Duct from
4. Remove the Transom Gasket [16] from the
the Jet Unit as shown in Section 9.2.1 Reverse
Transom Plate / Transom interface and discard.
Duct Removal.
5. Remove the Transom Plate O-Ring [8] from
2. Remove the Steering Assembly and Nozzle
around the Jet Unit and discard.
Housing Assembly as shown at Section 9.4.2
Steering Shaft Removal and Section 9.4.3 Nozzle 6. Clean off old RTV Sealant from the Transom Plate
Assembly Removal. [1] and the Transom and examine for damage
and corrosion. Replace or repair as required.
3. Remove the Tailpipe as shown in Section 9.7.2
Tailpipe Area - Dismantling.
9.8.2 Transom Plate Re-Fitting
GRP HULLS: Refer to Section 5.4.2 Assembly of the Transom Plate
Refer to Drawings HJ-241-08-001 Installation De- to the Hull for information on how to refit the Transom
tails GRP Hull. Plate.
1. Refit the Tailpipe Assembly as shown in Section
ALUMINIUM HULLS: 9.7.7 Tailpipe Overhaul.
Refer to Drawings HJ-241-08-002 Installation De- 2. Refit the Steering Assembly and Nozzle Assembly
tails Aluminium Hull. as shown in Section 9.5 Steering Assembly Re-Fit-
To remove the Transom Plate [1] and replace the ting.
Transom Plate O Ring [8], carry out the following 3. Refit the Reverse Duct and Splash Guard as
operation:- shown in Section 9.3.2 Reverse Duct: Refit to the
Jet Unit.

9.27
9 OVERHAUL HJ-241 / HSRX
9.9 HATCH EXTENSION (OPTIONAL EXTRA)

9.9 HATCH EXTENSION 9. Fit the Hatch Extension over the 2 Studs [58]
(shown on Drawings HJ-241-01-000 Basic Jet
(OPTIONAL EXTRA) Assemblies Standard and Dry Run Sht 1 & 2
Refer to Drawing HJ-241-10-004 Hatch Extension. 10.Secure with Spring Washers [22] and Nuts [23]
C.W.F. Hamilton & Co Ltd can supply, as an (Shown on Drawing HJ-241-01-000 Basic Jet As-
optional extra, an Inspection Hatch Extension [1]. semblies Standard and Dry Run Sht 1 & 2and
This item enables work to be carried out on the Jet torque load to the recommended torque.
Unit where normally by removing the Inspection 11.Fit the Inspection Cover [20] to Studs [3] (shown
Hatch Cover may allow water to enter the vessel. on Drawing HJ-241-10-004 Hatch Extension)
The Hatch Extension raises the height of the and secure with Spring Washers [5] and Nuts [4].
Inspection Hatch by approximately 150mm. Torque load to the recommended torque.
12.Once the vessel is "In Use", ensure that the
Extreme care is required whenever Hatch Extension is not leaking water.
the Inspection Cover is removed as
water may enter the vessel 9.9.2 Hatch Extension Removal.
through this opening.
WARNING Refer to Drawings HJ-241-01-000 Basic Jet Assem-
blies Standard and Dry Run Sht 1 & 2and Drawing
Never leave the Inspection Cover
HJ-241-10-004 Hatch Extension.
removed without constant
monitoring of the water levels.
Extreme care is required whenever
9.9.1 Hatch Extension Fitting. the Inspection Cover is removed as
water may enter the vessel
Refer to Drawing HJ-241-01-000 Basic Jet Assem- through this opening.
blies Standard and Dry Run Sht 1 & 2and Drawing WARNING
HJ-241-10-004 Hatch Extension. Never leave the Inspection Cover
To fit the Inspection Hatch Extension [1], carry out removed without constant
the following operation:- monitoring of the water levels.
1. Ensure that the water level is below the level of
the Inspection Cover. TO REMOVE THE HATCH EXTENSION, CARRY OUT
2. Ballast the bow end of the vessel to ensure that THE FOLLOWING OPERATIONS:-
water does not enter the vessel through the 1. Ensure that the water level is below the level of
Inspection Hatch. the Intake Inspection opening. If necessary,
3. Remove Nuts [23] and Spring Washers [22] from ballast the bow end of the vessel to ensure that
the two Studs [58] retaining the Inspection Cover water does not enter the vessel through the
[20] on the Intake. Inspection opening when the Inspection Cover is
4. Remove the Inspection Cover [20] and O Ring removed.
[34]. 2. Remove Nuts [4] and Spring Washers [5] from
5. Check the O Ring [34] and replace if damaged or Studs [3] (shown on Drawing HJ-241-10-004
distorted. Hatch Extension) securing the Inspection Cover
[20] to the Hatch Extension.
6. Smear O Ring [34] with grease and refit to the O
Ring groove in the Inspection Cover [20]. 3. Remove the Inspection Cover [20] and O Ring [34]
from the top of the Hatch Extension. Refer to
7. Ensure that O Ring [2] on the base of the
Drawing HJ-241-01-000 Basic Jet Assemblies
Inspection Hatch Extension [1] is not damaged or
Standard and Dry Run Sht 1 & 2.
distorted. Refer to Drawing HJ-241-10-004
Hatch Extension. 4. To remove the Hatch Extension from the
Inspection opening, remove Nuts [23], and
8. Smear the O Ring [2] with grease and refit the
Spring Washers [22] from the Studs [58] securing
Hatch Extension [1].
the Hatch Extension to the Intake opening.
5. Remove the Hatch Extension [1] and O Ring [2]
from the securing Studs on the Intake opening.

9.28
HJ-241 / HSRX 9 OVERHAUL
9.10 SCREEN RAKE ASSEMBLY OVERHAUL (IF FITTED)

Refer to Drawing HJ-241-10-004 Hatch Exten- 9.10 SCREEN RAKE ASSEMBLY

sion.
6. Ensure that the O Ring [34] fitted to the
OVERHAUL (IF FITTED)
Inspection Cover [20] is not cut or perished. Refer Refer to Drawing HJ-241-09-002 Screen Rake As-
to Drawing HJ-241-01-000 Basic Jet Assemblies sembly.
Standard and Dry Run Sht 1 & 2. Before removing the Screen Rake, ensure that the
7. Smear the O Ring [34] with marine grease and fit Screen has been removed. Refer to Section 9.10.4
to the ‘O’ Ring groove on the underside of the Screen Removal.
Inspection Cover [20]. The Screen Rake need only be dismantled if it is
suspected of being defective for the following
8. Fit the Inspection Cover over Studs [58] fitted
reasons:-
around the Inspection opening and secure in
position with Spring Washers [22] and Nuts [23]. 1. The Port [4] and Starboard [3] Screen Rake
Bearings are worn.
9. Torque load to the recommended torque.
2. The "O" Rings [14] and [15] are leaking.
10.Remove any ballast that may have been added to
the bow of the vessel and check the Inspection 3. The Screen Rake [1] is bent or damaged.
Cover for leaks.
9.10.1 Screen Rake Removal
Refer to Drawing HJ-241-09-002 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 beneath the vessel.
2. From inside the vessel, disconnect and remove
the Spring [7] from the Screen Rake Actuating
Arm [2] and Spring Anchor Bracket [8] on the
starboard side of the Intake, in the vicinity of the
Coupling Flange.
3. Remove Nut [11], Spring Washer [12], Washer
[10] and the Cotter Pin [9] securing the Screen
Rake Actuating Arm [2] to the Screen Rake [1].
4. Remove the Screen Rake Actuating Arm [2].
5. With the Screen Rake supported beneath the
vessel, from inside the vessel, remove the Screen
Rake Bearing Attachment Nuts [11] and Spring
Washers [12] from the Starboard Screen Rake
Bearing [3].
6. 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.
7. 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 [4].
8. With the port Screen Rake pivot point clear of the
Port Screen Rake Bearing [4], move the Screen
Rake to starboard to allow the Starboard Screen

9.29
9 OVERHAUL HJ-241 / HSRX
9.10 SCREEN RAKE ASSEMBLY OVERHAUL (IF FITTED)

Rake pivot point to clear the starboard Screen 5. From beneath the vessel, whilst supporting the
Rake Bearing housing in the Intake. Screen Rake and before fitting the Starboard
9. Carefully lower the Screen Rake [1] from the Screen Rake Bearing, feed the starboard Screen
underside of the Intake. Rake pivot point through the starboard Screen
Rake mounting point in the Intake.
10.Check the Screen Rake for distortion, damage
and excessive wear at the Screen Rake Bearing 6. Raise the port side of the Screen Rake and align
attachment points. Repair or replace as the pivot point of the Screen Rake with the Port
required. Screen Rake Bearing [4].
11.Remove the Screen Rake Bearing Attachment 7. Push the Screen Rake fully to port and into the
Nuts [11] and Spring Washers [12] from the Port Port Screen Rake Bearing [4].
Screen Rake Bearing [4] and withdraw the Port 8. From inside the vessel, smear new "O" Rings [14]
Screen Rake Bearing from the Intake. and [15] with marine grease and fit to the
12.Check the "O" Rings [14] and [15] on the Starboard Screen Rake Bearing [3]. Smear the
Starboard Screen Rake Bearing and replace if cut, shaft and bore of the Starboard Screen Rake
damaged or distorted. Bearing with marine grease.
13.Check the Starboard Screen Rake Bearing for 9. Fit the Starboard Screen Rake Bearing [3] over the
wear and damage. Replace as required. Starboard Screen Rake pivot point, which is
protruding through the Intake.
14.Remove the Grease Nipple [13] from the
Starboard Screen Rake Bearing [3] and ensure 10.Align the Starboard Screen Rake Bearing [3] with
that the grease channels are not blocked. the Studs [9] on the Intake, Refer to Drawing HJ-
241-01-000 Basic Jet Assemblies Standard and
15.Refit the Grease Nipple [13] to the Starboard Dry Run Sht 1 & 2.
Screen Rake Bearing.
11.Ensure that the Grease Nipple [13] is positioned
16.Check the "O" Ring [14] on the Port Screen Rake at the top of the Starboard Screen Rake Bearing.
Bearing and replace if cut, damaged or distorted.
12.Secure the Starboard Screen Rake Bearing with
17.Remove the Grease Nipple [13] from the Port Spring Washers [12] and Nuts [11]. Torque load
Screen Rake Bearing [4] and ensure that the to the recommended torque.
grease channels are not blocked.
13.Fit the Screen Rake Actuating Arm [2] to the
18.Refit the Grease Nipple [13] to the Port Screen Starboard Screen Rake pivot point and Fit Cotter
Rake Bearing. Pin [9]. Secure with Washer [10], Spring Washer
19.Thoroughly clean all components and examine [12] and Nut [11]. Torque load to the
for wear, damage and distortion. recommended torque.
14.Connect one end of the Spring [7] to the Spring
9.10.2 Screen Rake Re-Fitting Anchor Bracket [8] and connect the other end of
Drawing HJ-241-09-002 Screen Rake Assembly re- the Spring [7] to the Screen Rake Actuator [2].
fers. 15.Grease the port and starboard Screen Rake
1. Smear a new "O" Ring [14] with grease and fit Bearings at the Grease Nipples [13] on top of the
onto the Port Screen Rake Bearing. Smear the Screen Rake Bearings until grease is seen oozing
shaft and the bore of the Port Screen Rake from the inboard ends of the Screen Rake
Bearing with marine grease. Bearings.
2. Fit the Port Screen Rake Bearing to the Studs [9] 16.Remove the support from the Screen Rake
on the port side of the Intake. Refer to Drawing beneath the vessel.
HJ-241-01-000 Basic Jet Assemblies Standard and 17.Carry out a functional check of the Screen Rake
Dry Run Sht 1 & 2. Assembly. Have someone positioned beneath
3. Secure the Port Screen Rake Bearing with Spring the vessel to observe that the Screen Rake
Washer [12] and Nuts [11], ensuring that the operates without fouling on the Intake Screen.
Grease Nipple [13] is positioned at the top of the
bearing. 9.10.3 Screen Rake Blanking Plugs
4. Torque load the Nuts [11] to the recommended Refer to Drawing HJ-241-09-001 Blanking Plugs
torque. (For Screen Rake).

9.30
HJ-241 / HSRX 9 OVERHAUL
9.11 HSRX HYDRAULIC REVERSE SYSTEM

Should it be necessary to run the Jet Unit without a 9.11 HSRX HYDRAULIC REVERSE
Screen Rake, Blanking Plugs [1] can be fitted in place
of the Port and Starboard Screen Rake Bearings. SYSTEM
To fit the Blanking Plugs, carry out the following
procedure: 9.11.1 Removal of the Pump
1. Remove the Screen Rake as shown in Section Assembly from the Jet Unit
9.10.1 Screen Rake Removal. Refer to the following Drawings:-
2. Ensure that "O" Ring [4] fitted to the Screen Rake CT-HPU-01001 Hydraulic Power Unit” f
Blanking Plug [1] is not damaged, cut or CT-HSE-12-001 Hose Kits”.
distorted.
3. Liberally coat the shaft of the Blanking Plug with TO REMOVE THE PUMP ASSEMBLY FROM THE JET
grease and fit onto Studs [9]. Refer to Drawings UNIT, CARRY OUT THE FOLLOWING ACTIONS:-
HJ-241-01-000 Basic Jet Assemblies Standard and Refer to Drawing CT-HSE-12-001 Hose Kits.
Dry Run Sht 1 & 2
1. Drain the oil from the Pump [1], Jet mounted Oil
4. Secure with Spring Washer [3] and Nut [2]. Cooler and hose connections.
Torque load to the recommended torque.
2. Disconnect the High Pressure Hose [H1] between
5. Repeat Items 2 to 4 above to fit the second the forward connection on the Cylinder and the
Blanking Plug. 3/8" BSP Adaptor on the rear of the Pump.
3. Remove the 3/8" Push Lock Hose [H2] between
9.10.4 Screen Removal the rear connection on the Cylinder and the
Refer to Drawing HJ-241-01-000 Basic Jet Assem- outlet on the top of the Jet mounted Oil Cooler.
blies Standard and Dry Run Sht 1 & 2. 4. Remove the 3/8" Push Lock Hose [H3] from the
To remove the Screen from the Intake, carry out the lower connection on the Jet mounted Oil Cooler.
following actions:-
5. Remove the Hose Clip [7] from the inlet to the
1. 1.Whilst supporting the Screen [24], remove the Pump and remove the Hose.
4 Nuts [25], Flat Washers [29] off the Studs [21]
6. Fit blanks to all the hydraulic connection points
securing the front of the Screen to the underside
to prevent the ingress of moisture and dirt into
of the Intake Block.
the hydraulic system.
2. Remove the 4 Nuts [25], Flat Washers [29] off the Refer to Drawings CT-HPU-01001 Hydraulic Power
Studs [21] securing the rear of the Screen to the Unit.
underside of the Intake Block.
7. To remove the Belt from the Pump, loosen Nut [8]
3. Lower the Screen off the Studs [21] and remove from the Stud in the elongated slot in the Support
from the vessel for repair, refurbishment. Bracket [4] at the rear of the Pump [1].
8. Slacken Screw [9] securing the Pump [1] to Mount
9.10.5 Screen Re-Fitting Bracket [3] at the pump forward lower
Refer to Drawing HJ-241-01-000 Basic Jet Assem- attachment point.
blies Standard and Dry Run Sht 1 & 2. 9. Slacken Nut [8] securing the Pump [1] to the
Ensure that the Screen Rake has been re-fitted prior Intake Casting at the rear lower attachment point
to re-fitting the Screen. Refer to Section 9.10.2 of the pump.
Screen Rake Re-Fitting.
10.Push the Pump inboard towards the Bearing
1. Ensure that the Studs [21] that support the front Housing. It should now be possible to remove
and rear of the Screen are securely fitted to the the drive belt from the Pump pulley.
Intake. If the Studs are loose, refit using Loctite
11.Remove Nut [8] and Spring Washer [7] from Stud
262.
[5] at the inboard end of the Adjusting Link [4].
2. Offer the Screen up to the Studs [21] on the front
12.Remove Nut [8], Spring Washer [7] and Special
and rear of the underside of the Intake and secure
Washer [13] from the Stud in the elongated slot
in position with Flat Washers [29] and Nuts [25].
in the Adjusting Link [4] at the rear of the Pump
3. Tighten to the recommended torque. [1].

9.31
9 OVERHAUL HJ-241 / HSRX
9.11 HSRX HYDRAULIC REVERSE SYSTEM

13.Remove the Support Bracket [4] from the Stud on 6. Secure the outboard end of the Adjusting Link,
the rear of the Pump ensuring that the Washer loosely with Special Washer [13], Spring Washer
[13], fitted between the Adjusting Link [4] and the [7] and Nut [8]. Do Not Torque Load.
rear of the Pump, is removed. 7. Fit the Pump drive Belt and tension by levering
14.Remove Screw [9] and Spring Washer [7] the Pump body away from the Intake until the
securing the Pump [1] to Mount Bracket [3] at the correct belt tension is achieved.
pump forward lower attachment point.
NOTE:
15.Remove Nut [8] and Spring Washer [7] securing
the Pump [1] to the Intake Casting at the rear 1.The Belt tension is correct when a 2.4 mm
lower attachment point of the pump. deflection is achieved when a load of 580 to
870 gr (1.3 to 1.9 lbs) is applied to the centre
16.The Pump may now be removed from the Jet
of the Belt.
Unit.
2.If a new Drive Belt has been fitted, the Belt
17.Remove the Nuts [8] and Spring Washers [7]
should be re-tensioned after 30 minutes to 4
from Studs [5] attaching the Support Bracket [3]
hours of running at full load, to compensate
to the Bearing Housing of the Jet Unit.
for initial belt stretch and "bedding" into the
18.Remove and retain the Support Bracket [3]. Pulley grooves.
8. Tighten Nut [8] on the inboard end of the
9.11.2 Re-Fitting the Pump Adjusting Link and torque load to the
Assembly to the Jet Unit recommended torque.
Refer to the following Drawings:- 9. Tighten the Nut [8] at the elongated slot end of
CT-HPU-01001 Hydraulic Power Unit. the Adjusting Link [4], which secures the Pump
CT-HSE-12-001 Hose Kits. [1] to the Adjusting Link [4]. Torque load the Nut
[8] to the recommended torque.
MOUNT THE PUMP ASSEMBLY [1] ONTO THE 10.Tighten Screw [9] securing the Pump [1] to the
BEARING HOUSING USING THE FOLLOWING Support Bracket [3] and torque load to the
METHOD:- recommended torque.
1. Attach the Pump Assembly [1] to the Intake 11.Tighten the Nut [8] located at the rear lower
Casting by the Stud located at the rear lower attachment point of the pump and torque load to
attachment point of the pump and secure loosely the recommended torque.
in position with Spring Washer [7] and Nut [8].
Do Not Torque Load. HOSE CONNECTIONS:
2. Attach the Support Bracket [3] to the 2 x Studs [5] Refer to Drawing:- CT-HSE-12-001 Hose Kits.
on the Bearing Housing and secure with Spring
Washer [7] and Nut [8]. Torque load to the NOTE:
recommended torque. 1. Thread tape should be used on all BSPT to
3. Secure the Support Bracket [3] to the forward BSPP (parallel to taper) connections.
lower attachment point of the Pump Assembly [1] 2. Push Lock Hoses should be renewed if
with Spring Washer [7] and Screw [9]. Tighten disassembly is required.
Screw enough to allow slight movement of the 1. Fit the high pressure Hose [H1] between the
Pump. forward connection on the Cylinder and the 3/8"
4. Attach the Adjusting Link [4] to the Stud [5] on BSP Adaptor on the Pump, ensuring that the Hose
the upper part of the Bearing Housing ensuring is routed forward of the Inspection Cover.
that the elongated slot in the Adjusting Link [4] is 2. Fit 3/8" Push Lock Hose [H2] between the rear
outboard of the Jet and is located over the Stud connection on the Cylinder and the outlet on the
on the rear of the Pump. Ensure that Special top of the Jet mounted Oil Cooler.
Washer [13] is fitted to the Stud on the rear of the
3. Fit 3/8" Push Lock Hose [H3] to the lower
Pump before fitting the elongated slot in the
connection on the Jet mounted Oil Cooler and the
Adjusting Link [4] over the Stud.
opposite hose end onto the inlet to the Tank.
5. Loosely secure the inboard end of the Adjusting Secure with Hose Clip [7].
Link, with Spring Washer [7] and Nut [8].

9.32
HJ-241 / HSRX 9 OVERHAUL
9.11 HSRX HYDRAULIC REVERSE SYSTEM

4. Refill the Reverse System with oil as described in

Section 8.5.2 HSRX Controls Servicing Details,
Item No.3 “Filling the HSRX System with Oil”.
5. Check the HSRX Reverse System for oil leaks.

9.33
9 OVERHAUL HJ-241 / HSRX
9.11 HSRX HYDRAULIC REVERSE SYSTEM

9.34
 Appendix

• Supplementary Technical Information

HJ-241 / HSRX Appendix

A-1 Conversions Temperature

Fahrenheit °F Celsius °C
Torque
248 120
1 pound foot = 1.3558 newton metres
1 newton metre = 0.7375 pounds foot 212 100

Distance 176 80
1 inch = 2.54 centimetres 140 60
1 foot = 0.3048 metre
1 mile = 1.609 kilometres 104 40
1 nautical mile = 1.8532 kilometres
95 35
1 millimetre = 0.03937 inches
1 metre = 3.2808 feet 86 30
1 kilometre = 0.6214 mile
77 25
1 kilometre = 0.539 nautical mile
68 20
Area
1 inch2 = 6.4516 centimetres2 59 15
1 foot2 = 929.03 centimetres2 50 10
1 centimetre2 = 0.1550 inch2
1 metre2 = 10.76 feet2 41 5

Power 32 0
1 horsepower = 0.7457 kilowatts
1 horsepower (Metric) = 0.7355 kilowatts To Convert Fahrenheit to Celsius, subtract 32 then multiply by
1 kilowatt = 1.341 horsepower 5/9
1 kilowatt = 1.3596 metric horsepower To convert Celsius to Fahrenheit, multiply by 9/5 then add 32.

Force Speed
1 kilonewton = 224.86 pounds force 1 mile per hour = 0.8690 knots
1 pound force = 4.448 newtons 1 kilometre per hour = 0.5396 knots
1 knot = 1.8532 kilometres per hour
Weight 1mile per hour = 1.609 kilometres per hour
1 ounce = 28.35 grams 1 kilometre per hour = 0.621 miles per hour
1 pound = 0.4536 kilograms 1 knot = 1.151 miles per hour
1 gram = 0.0353 ounce
1 kilogram = 2.205 pounds Pressure
1 tonne = 2205 pounds 1 pound/inch2 = 0.0689 bar
1 pound/foot2 = 4.8824 kilogram/metre2
Liquid Measure (Imperial) 1 pound/inch2 = 6.895 kilopascal
1 Pint = 0.5506 litre 1 Newton/millimetre2 = 145.04 pounds/inch2
1 gallon =4.546 litres 1 bar = 14.5038 pounds/inch2
1(UK) gallon = 1.201 (US) gallon 1 kilogram/metre2 = 0.2048 pounds/foot2
1 litre = 0.2199 (UK) gallons 1 kilopascal = 0.145 pound/inch2
1 bar = 100 kilopascal
Liquid Measure (U.S.)
1 pint = 0.473 litre
1 gallon = 3.785 litres

A.1
Appendix HJ-241 / HSRX

A-2 Loctite Application Guide • Allow sufficient time for Primers, Activators or
Accelerators, where applied, to dry.

No smoking in the presence of Primer, A.2.3 Equivalents

Activator or Accelerator, as these
products are highly flammable. Never
mix Primer or Activator and Adhesive Loctite Grade Equivalent
directly as liquids. For additional safe
handling procedures refer to the prod- Purple Low Strength Threadlocker:
uct material safety data sheets (MSDS) Loctite 221 (Compatible Primer is 7471)
222
and technical data sheets (TDS) avail- Loctite 225 (Compatible Primer is 7471)
Loctite
able from www.loctite.com
Blue Medium Strength Threadlocker
A.2.1 General Practice Loctite 242 (Compatible Primer is 7471)
243
Loctite 245 (Compatible Primer is 7471)
Loctite
• All parts must be free from oil and or grease. Loctite 248 (Compatible Primer is 7471)
Do not use paint thinners for cleaning. Use
solvent or degreaser such as Methylated spir- Red HIgh Strength Threadlocker:
Loctite 268 (Compatable Primer is 7471
its, Trichlorethylene or Acetone. 262
or 7649)
Loctite

• All painted bores must be fully cured before Loctite 276 (No Primer Required)
the application of loctite. Loctite 277 if necessary (Compatible
Primer is 7649)
• Fixing and full cure times for all loctite will be
Green High Strength Retainer:
increased at reduced temperatures. Loctite 638 (Compatible Primer is 7471)
680
• Refer to the relevant Loctite technical data Loctite

sheets and MSDS for safe use and practice of

all Loctite products. Amber Structural Adhesive:
Loctite 317 (Compatible Primer is 736)
325
• To prevent the product from clogging in the
Loctite
nozzle, do not allow the tip to touch metal
surfaces during application Brown Hydraulic Thread Sealant:

. Loctite 569 (Compatible Primer is 7471

542
or 7649)
Loctite

A.2.2 Primers, Activators and Loctite 561 (Compatible Primer is 7471

or 7649)
Accelerators
Loctite 577 (Compatible Primer is 7471
or 7649)
Primers are used when the surfaces to be threadlocked
are not active enough to cause curing, or when the cure
is required to be accelerated. Additional Notes:
• Primer 7471 and Primer 7649 can be inter-
• Primers, Activators or Accelerators are not re-
changed if necessary, however performance
quired on ‘active surfaces’, such as Bronze,
may be reduced.
Brass and Mild steel.
• Loctite 248, 268, 668 and 561 are in stick
• For ‘Inactive surfaces’ (including Stainless
(Wax) form.
steel or Aluminium) Primers, Activators or Ac-
celerators are optional for threadlocking and
are required for retaining.

• Primers, Activators or Accelerators are not to

be applied to any painted surface.

A.2
HJ-241 / HSRX Appendix

(1) Unpainted Bores, Stainless Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

1, Apply primer, allow to dry Green Type Drying Time Partial Full
2, Apply retaining compound
Primer 7471 30-70Sec 5Min. 4-6Hrs
Apply retaining compound 680
Loctite

• Bushes, sleeves, composite bush assemblies. (extra high strength retaining) primer will be used in all
retaining applications.

• Apply primer to whole surface of bush and allow to dry before fitting.

• Apply Loctite to whole surface of bore and front of bush before fitting.

• There are to be no dry areas between the bush and the bore.

• Rotate bush when fitting to distribute the loctite evenly.

• For press fitted bushes, coat the entire bush and bore before pressing in the bush.

(2) Unpainted Bores, LG2 Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activator
& Accelerator

Apply retaining compound to Green Type Drying Time Partial Full

front of Bush
Primer 7471 30-70Sec 5Min. 4-6Hrs
1, Apply primer, allow to dry
2, Apply retaining Compound 680
Loctite

• Bushes, sleeves, composite bush assemblies. (extra high strength retaining) primer will be used in all
retaining applications.

• Do not apply primer to LG2 Bushes

• Apply primer to whole surface of bore and allow to dry before fitting.

• Apply Loctite to whole surface of bore and front of bush before fitting.

• There are to be no dry areas between the bush and the bore.

• Rotate bush when fitting to distribute the Loctite evenly.

• For press fitted bushes, coat the entire bush and bore before pressing in the bush.

A.3
Appendix HJ-241 / HSRX

(3) Painted Intercure Bores, Stainless Steel Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activator
& Accelerator

1, Apply activator, allow to dry

Amber Type Drying Time Partial Full
2, Apply adhesive
Activator 1-3 Min. 5Min. 24Hrs
Apply adhesive
325 7075
Loctite

• Bushes, sleeves, composite bush assemblies. (high strength adhesive) activator will be used in all re-
taining applications.

• 325 loctite will not cure without the activator. Do not apply activator to painted bore.

• Apply activator to outside of bush and allow to dry.

• Apply Loctite to whole surface of bore and OD of bush before fitting bush.

• There are to be no dry areas between bush and bore.

• Rotate bush when fitting to distribute the Loctite evenly.

(4) Painted Gloss Bores, Stainless Steel Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

1, Apply primer, allow to dry

Green Type Drying Time Partial Full
2, Apply retaining compound
Primer 7471 30-70Sec. 5Min. 4-6Hrs
Apply retaining compound 680
Loctite

• Bushes, sleeves, composite bush assemblies. (Extra high strength retaining)

• Primer will be used in all retaining applications.

• Do not apply primer to painted bore.

• Apply primer to outside of bush and allow to dry.

• Apply Loctite to whole surface of bore and OD of bush before fitting bush.

• There are to be no dry areas between bush and bore.

• Rotate bush when fitting to distribute the Loctite evenly

A.4
HJ-241 / HSRX Appendix

(5) Painted Gloss Bores, LG2 Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

Apply retaining compound Green Type Drying Time Partial Full

N/A N/A 30Min. 4-6Hrs

Apply retaining compound
680
Loctite

• Bushes, sleeves, composite bush assemblies. (Extra high strength retaining)

• Apply Loctite to whole surface of bore and OD of bush before fitting bush.

• There are to be no dry areas between bush and bore.

• Rotate bush when fitting to distribute the Loctite evenly.

(7) Studs
Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

1, Apply optional primer to stud

Red Type Drying Time Partial Full
thread and allow to dry
Primer 30-70Sec. With 10Min. 2Hrs
2, Apply thread locker to
stud thread 262 7649 (Op- Primer
tional)
Loctite Without 20Min. 6Hrs
Apply a few drops of thread Primer
locker to blind holes

• Studs high strength locking.

• Primer is used to shorten the cure time when the temperature is below 15°.

• Apply optional primer to the thread of the stud and allow to dry.
• Apply several drops of thread locker down the sides of female thread.

• Apply Loctite to the thread engagement area of the stud in sufficient quantity to fill all engaged threads.

• Assemble the stud to specifications.

(8) D-Glide Thrust Washers

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

1, Apply activator to one side

Amber Type Drying Time Partial Full
of washer and allow to dry.
2, Apply adhesive to Nozzle Activator 1-3Min. 5Min. 24Hrs
Housing recess
325 7075

Loctite

• D-glide thrust washer retention (high strength adhesive)

A.5
Appendix HJ-241 / HSRX

• Activator will be used in all retaining applications.

• 325 Loctite will not cure without the activator.

• Apply activator to one side of thrust washer and allow to dry.

• Apply Loctite evenly to housing recess.

• Press thrust washer into recess, activator side to adhesive.

• Remove any excess Loctite from the bush bore.

• Hold the washer in place, for approx. 15 minutes, until the bond is firm.

(9) Machine Screws, Set Screws, Grub Screws

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

1, Apply primer to screw

Blue Type Drying Time Partial Full
thread and allow to dry.
2, Apply thread locker Primer 30-70Sec. With 10Min. 2Hrs
to screw.
243 7471(Op- Primer
tional)
Loctite N/A Without 20Min. 6Hrs
Primer

Purple Primer 30-70Sec. With 10Min. 2Hrs

7471(Op- Primer
222 tional)
N/A Without 20Min. 6Hrs
Loctite Primer

• Machine screws, set screws, grub screws (low strength thread locking).

• Primer is used to shorten the cure time when the temperature is below 15°.

• Apply optional primer to the thread of the screw and allow to dry.
• Apply Loctite to the thread engagement area of the screw in sufficient quantity to fill all engaged threads

• Assemble the screw to the drawing torque specifications.

(10) Cylinder Shafts, Compensator Shafts

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

1, Apply optional primer to Red Type Drying Time Partial Full

shaft threads and allow to dry.
2, Apply Loctite to shaft & Primer 30-70Sec. With 10Min. 2Hrs
piston threads.
262 7649 (Op- Primer
tional)
Loctite N/A Without 20Min. 6Hrs
Primer

• Cylinder shafts, compensator shafts (hydraulic, pneumatic thread sealant).

• Primer is used to shorten the cure time when the temperature is below 15°.

A.6
HJ-241 / HSRX Appendix

• Apply optional primer to the threads of the shafts and allow to dry.

• Apply Loctite to the female threads in the piston and to the threads on the shafts in sufficient quantity
to fill all the threads.

• Assemble the shafts and piston as per the drawing specifications.

(11) Water Offtake Bungs and Hose Tails

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

1, Apply optional accelerator to White Type Drying Time Partial Full

plug or hose tail thread and
allow to dry. Accelera- 30-70Sec. With 2Hrs. 6Hrs
2, Apply thread sealant to plug
or hose tail thread. 567 tor 7649 Primer
(Optional)
Loctite N/A Without 12Hrs. 24Hrs
Primer

• Water offtake bungs & hose tails (thread sealant)

• Accelerator is used where cure speed is unacceptably long.

• Apply optional accelerator to thread of plug or hose tail and allow to dry.

• Do not apply accelerator to brass hose tails.

• Apply Loctite to thread engagement area of the plug or hose tail leaving the first thread Loctite free.

• Screw plug or hose tail into tailpipe until plug or hose tail bottoms, and tighten firmly.)

(12) Unpainted Bores/D-Glide Bushes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

Amber Type Drying Time Partial Full

1, Apply activator, allow to dry
Activator 1-3Min. 5Min. 24Hrs
Apply adhesive 325 7075

Loctite

• D-glide bush retention (high strength adhesive).

• Activator will be used in all retaining applications.

• 325 Loctite will not cure without the activator.

• Apply activator to outside of bush and allow to dry.

• Apply adhesive to whole surface of bore.

• There are to be no dry areas between bush and bore.

• Press bush into bore within 15 minutes.

A.7
Appendix HJ-241 / HSRX

(13) Mainshaft Nuts Without Locking Devices

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

Blue Type Drying Time Partial Full

1, Apply optional primer to shaft thread
and allow to dry. Primer 30-70Sec. With 10Min. 2Hrs
2, Apply thread locker to shaft thread.
243 7471 (Op- Primer
tional)
Loctite N/A Without 20Min. 6Hrs
Primer

• Mainshaft nuts (medium strength thread locking)

• Primer is used to shorten the cure time when the temperature is below 15°.
• Apply optional primer to the threads on the mainshaft and allow to dry.

• Apply Loctite to the thread engagement areas of the mainshaft in sufficient quantity to fill all engaged
threads.

• Assemble nuts to `jet specific' torque specifications.

(14) Tailpipe Fairings Without Locking Devices

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

1, Apply primer Green Type Drying Time Partial Full

allow to dry
Primer 7471 30-70Sec. 5Min. 4-6Hrs
2, Apply retaining
compound
680
Loctite
Fairing
Tailpipe

• Tailpipe fairings without locking devices (extra high strength retaining).

• Apply primer to spigot of fairing and allow to dry.

• Apply Loctite to spigot bore of tailpipe.

• Fit using normal methods.

A.8
HJ-241 / HSRX Appendix

(15) Nuts on Studs and Bolts (Where Specified)

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

Blue Type Drying Time Partial Full

1, Apply optional primer to stud thread

Primer 30-70Sec. With 10Min. 2Hrs
and allow to dry. 243 7471(Op- Primer
2, Apply thread locker to stud thread
tional)
Loctite N/A Without 20Min. 6Hrs
Primer

Purple Primer 30-70Sec. With 10Min. 2Hrs

7471(Op- Primer
222 tional)
N/A Without 20Min. 6Hrs
Loctite Primer

• Nuts (low strength thread locking).

• Primer is used to shorten the cure time when the temperature is below 15°.

• Apply optional primer to the thread of the stud or bolt and allow to dry.
• Apply Loctite to the thread engagement area of the stud or bolt in sufficient quantity to fill all engaged
threads

• Assemble the nut to the torque specifications in drawing 85113

(16) Tailpipe Inserts (Where Specified)

Loctite Colour Primer, Activator, Acceler- Loctite Cure Speed
Grade ator

1, Apply optional primer to Insert thread Red Type Drying Time Partial Full
and allow to dry.
2, Apply thread locker to Insert thread Primer 30-70Sec. With 10Min. 2Hrs
and Tailpipe thread
262 7649 (Op- Primer
tional)
Loctite N/A Without 20Min. 6Hrs
Primer

• Tailpipe inserts (high strength thread locking).

• Primer is used in all retaining applications.

• Apply primer to the thread of the insert and allow to dry.

• Apply Loctite to the female threads in the tailpipe and the threads of the insert in sufficient quantity to
fill all the engaged threads.

• There are to be no dry areas between insert and tailpipe threads.

• Screw insert into the tailpipe until it bottoms. Tighten firmly.

A.9
Appendix HJ-241 / HSRX

(17) Steel Cylinders and AB2 Frontheads

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor without Primer, Acti-
vator, Accelerator

Apply thread locker to threads of Brown Type Drying Time Partial Full
Cylinder (Fronthead end only)
N/A N/A 45Min. 24Hrs
542
Loctite

• Steel cylinders and AB2 frontheads (Med strength hydraulic thread sealant)

• Leave the first thread free of sealant.

• Force the sealant into the threads to thoroughly fill all threads.
• Apply Loctite to the leading threads of the cylinder (fronthead end).

• Assemble the fronthead to the cylinder and tighten firmly.

(18) Stainless Steel Cylinders and Backheads

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor without Primer, Acti-
vator, Accelerator

Brown Type Drying Time Partial Full

Apply thread sealant
N/A N/A 45Min. 24Hrs
542
Loctite

• Stainless steel cylinders & backheads (Med strength hydraulic thread sealant).

• Leave the first thread free of sealant.

• Force the sealant into the threads to thoroughly fill all threads.

• Apply Loctite to the shaft threads (piston end).

• Apply Loctite to the leading threads of the cylinder (backhead end).

• Apply Loctite to the shaft thread (connector end).

• Assemble and align. Torque the shaft into the piston and connector and tighten the backhead to the
assembly drawing torque specifications.

A.10
HJ-241 / HSRX Appendix

(19) Tapered Male Nipples into Female Holes

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor without Primer, Acti-
vator, Accelerator

Brown Type Drying Time Partial Full

Apply Thread Sealant
N/A N/A 45Min. 24Hrs
542
Loctite

• Tapered Male Nipples into Female Holes (Medium Strength Hydraulic Thread Sealant)

• Apply Loctite to the engagement area of the nipple in sufficient quantity to fill all engaged threads

• Fit the nipple

(20) Dowel Retention

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

1, Apply primer to dowels

Green Type Drying Time Partial Full
and allow to dry.
2, Apply retaining compound Primer 7471 30-70Sec. 5Min. 4-6Hrs
to Holes 680
Loctite

• Dowel retention (extra high strength retaining).

• Dowels are to be retained at one end only.

• Apply primer to one end of dowel and allow to dry.

• Apply Loctite to dowel hole in either casting or mounting plate, not both.

• Fit the end of the dowel with the primer into the hole that has the Loctite

• Remove excess Loctite from the dowel, before fitting the mounting plate over the dowel.

A.11
Appendix HJ-241 / HSRX

(21) Steering Crank Shaft and Mounting Block

Loctite Colour Primer, Activator, Accelera- Loctite Cure Speed
Grade tor with Primer, Activa-
tor, Accelerator

Green Type Drying Time Partial Full

1, Apply primer to bottom half
of shaft and allow to dry. Primer 7471 30-70Sec. 5Min. 4-6Hrs
2, Apply retaining compound to
bottom half of shaft and mounting 680
block bore
Loctite

• Steering crankshaft to mounting block (Extra high strength retaining).

• Apply primer to bottom half of shaft and allow to dry.

• Apply Loctite to the bore of the mounting block and the bottom half of the shaft.

• Heat the mounting block if required.

• Press the shaft into the mounting block.

• Remove excess Loctite from the top half of the shaft.

A.12
HJ-241 / HSRX Appendix

A-3 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:

A.13
Appendix HJ-241 / HSRX

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.14
HJ-241 / HSRX 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:

A.15
Appendix HJ-241 / HSRX

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.16
HJ-241 / HSRX Appendix

A-4 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 during
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).

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).

A.17
Appendix HJ-241 / HSRX

2. Post Launch Checks:

Item
Checks to be Carried Out Completed
No.

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
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.

2.6 If the vessel is fitted with shore power, then unplug the shore power and Measured
measure the electrical resistance between the hull and the earth pin of the Resistance
vessel shore power plug. A correctly wired isolation transformer or galvanic ohm
isolator will result in high electrical resistance (>1kohm) between the hull
and the earth conductor. (Refer to "Precautions Against Corrosion" section
of the product manual).

Direct electrical connection of the hull to

the earth conductor of a shore power
supply can result in rapid jet corrosion.
Refer to "Precautions Against Corrosion"
section of the product manual.

A.18
HJ-241 / HSRX 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.

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).

A.19
Appendix HJ-241 / HSRX

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.20
HJ-241 / HSRX 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:

A.21
Appendix HJ-241 / HSRX

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.22
HJ-241 / HSRX 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:

A.23
Appendix HJ-241 / HSRX

Comments:

A.24
 A-5
HJ-241 / HSRX

A-6 Lubrication Chart

Item No Item Discription Task

1 Thrust Bearing Grease every 100 hours. It is preferable that mainshaft is turning when adding grease
2 Hydraulic Power Unit Oil Level Check oil level Daily. Change after first 10 to 50 hrs then every 1000 hrs of running
3 Screen Rake Grease every 3 months

A.25
Appendix
Appendix HJ-241 / HSRX

A-7

A.26
 Drawings

• Technical Drawings
 SERVICING DRAWINGS

HJ-241-01-000 Basic Jet Assemblies Standard and Dry Run Sht 1

HJ-241 / HSRX
SERVICING DRAWINGS
D.1
 SERVICING DRAWINGS
D.2 HJ-241-01-000 Basic Jet Assemblies Standard and Dry Run Sht 2

A B C D E F G Item Kit PartNumber ProductDescription DrawingNbr A B C D E F G Item Kit PartNumber ProductDescription DrawingNbr
A HJ24101001 BASE JET STANDARD HJ24101000 A1 B1 C1 32 063135 (LABELS) (PATENT PLATE) 63135
B HJ24101004 BASE JET DRY RUN SHAFT HJ24101000 A1 B1 C1 33 063610 (LABELS) ( WARNING PLATE) 63610
C 108603 INTAKE KIT HJ24101000 A1 B1 C1 34 200985 (O RINGS) IMPERIAL 0.19x4.50x4.88 (349N70) N/A
D 111664 TAILPIPE KIT HJ241 HJ24101000 A1 B1 C1 35 061488 (O RINGS) IMPERIAL 5.34x85.1x95.8 (340N70) N/A
E 111665 TAIPIPE KIT (DRY RUN) HJ241 HJ24101000 A1 B1 D1 E1 36 110019 BUNG for WATER OFFTAKE 110019
F 108605 BEARING HOUSING KIT HJ24101000 A1 B1 D1 E1 37 108512 WEAR RING 105987
G 108213 DRY RUN BEARING ASSEMBLY HJ21201000 A1 B1 D1 E1 38 108511 INSULATOR (WEAR RING) 105988
A1 B1 1 108548 MAINSHAFT 108548 A2 B2 D2 E2 39 103359 ANODE MK3 103359
A1 D1 2.1 106011 MARINE WATER BEARING 65x45x115 106264 A2 B2 D2 E2 40 201225 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M8x70 N/A
B1 E1 G1 2.2 108213-1 BEARING SHELL 108213-1 A1 B1 D1 E1 41 112669 TAILPIPE MK3 112669
B1 E1 G1 2.3 108213-2 BEARING INNER 108213-2 A1 B1 C1 D1 E1 42 061489 (O RINGS) METRIC 3.53x247x255 273N70 N/A
B1 E1 G1 2.4 104201 (GENERAL) ROUND CIRCLIP 104201 A3 B3 C3 43 103927 (STUDS) METRIC (316-STST) M12x90 (28/28) 30639
A1 B1 F1 3 106005 BEARING CARRIER 106005 A1 B1 D1 E1 44 108583 ANODE MOUNTING PLATE 108583
A1 B1 4 110379 WATER BEARING SLEEVE 110379 45 108514 TRANSOM PLATE 108514
A2 B2 5 106004 SEAL SLEEVE 106004 46 108552 (JET) O RINGS SPECIAL TRANSOM PLATE 111183
A2 B2 F2 6 061458 (OIL SEALS) NAK SCW10-55*72*8 N/A A3 B3 C2 D2 E2 47 064726 (O RINGS) METRIC 2.62x25.07x30.30 (120N70) N/A
A1 B1 F1 7 201439 (SKF) BEARINGS ALL TYPES (SKF QJ309) N/A A1 B1 C1 48 110018 HOSETAIL/BUNG for WATER OFFTAKE 110018
A1 B1 F1 8 108568 BEARING HOUSING 108568 A1 B1 49 108602 (Jet) Wood Transport Crate HJ 241 108602
A8 B8 C4 D4 E4 9 030667 (STUDS) METRIC (316-STST) M8x46 (16/16) 30647 A4 B4 D4 E4 50 108582 ANODE 108582
A2 B2 10 203395 AB2 IMPELLER-COUPLING NUT 203395 A4 B4 D4 E4 51 201133 (BOLTS) (METRIC) ST ST 316 M8x45 N/A
A2 B2 11 110343 IMPELLER / COUPLING KEY 110343 A4 B4 D4 E4 52 201278 (STUDS) METRIC (316-STST) M8x35 (12/22) 30647
A1 B1 12 111717 SEAL FACE HOLDER MK2 HJ241 & 213 111717 A1 B1 C1 53 108571 COOLER COVER PLATE 108571
A1 B1 14 061483 (JET) ROTARY SEALS (PAC SEAL) # 21-175-06 61483 A1 B1 C1 54 108675 (O RING) 3.53mm(0.139")SECT - 0670mm CUT LENGTH - 227mm NOM. I.D. 113050
A1 B1 15 201074 (SPLIT PINS) ST ST 316 0.19"x2.50" N/A A2 B2 C2 55 065234 Hose Tail 3/8" BSPP male Push Loc # 3D982-6-6C 115000
A3 B3 C3 16 201396 (WASHERS) (SPRING) METRIC ST ST 316 M12 N/A A1 B1 C1 56 110806 SLEEVE FOR SAGINAW PUMP MOUNT 110806
A7 B7 C7 17 201311 (NUTS) (METRIC ST ST 316) M12 N/A A1 B1 57 111425 241 LABELS KIT 111420
A1 B1 F1 18 200917 (GREASE) NIPPLES 1/8"BSP STAINLESS STEEL N/A A2 B2 C2 58 030671 (STUDS) METRIC (316-STST) M10x51 (20/20) 30637
A1 B1 C1 19 111461 INTAKE MK2 111461 A1 B1 62 111552 PAINT APPLICATION 241 JET (Std) Gloss Finish. 111178
A1 B1 20 102320 INSPECTION COVER 102320 A2 B2 C2 63 201767 BONDED SEAL 3/8" BSP (400-823-4490-74) N/A
A4 B4 C5 F1 21 201280 (STUDS) METRIC (316-STST) M10x40 (15/20) 30637 A1 B1 D1 E1 64 201259 SCREW CAP SOCKET M6x40 SS316 N/A
A2 B2 C3 F2 22 201395 (WASHERS) (SPRING) METRIC ST ST 316 M10 N/A A8 B8 D8 E8 65 201330 NUT NYLOC M8 SS316 N/A
A2 B2 C3 F2 23 201310 (NUTS) (METRIC ST ST 316) M10 N/A A4 B4 D4 E4 66 104908 (WASHER) SPECIAL M12 103451
A1 B1 24 108487 SCREEN (ALM) (std) 108487 C1 D1 E1 67 111462 SLEEVE FOR STEERING SHAFT BUSH 111462
A4 B4 C4 25 201331 (NUTS) (METRIC NYLOC ST ST 316) M10 N/A C1 68 111463 SLEEVE FOR STEERING SHAFT BUSH & SEAL (INTAKE) 111463
A10 B10 C10 26 109518 (STUDS) METRIC (316-STST) M8x41 (16/16) 30647 C2 D1 E1 69 111464 BUSH FOR STEERING SHAFT 111464
A16 B16 C10 D8 E8 27 201309 (NUTS) (METRIC ST ST 316) M8 N/A C1 70 200964 (O RINGS) IMPERIAL 0.13x3/4"x1.0" (210N70) N/A
A26 B26 C11 D16 E16 28 201394 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A C1 71 201261 (SCREWS) (CAPSCREWS) METRIC ST ST 316 Socket Hd M8x20 N/A
A4 B4 C4 29 201384 (WASHERS) (FLAT) METRIC ST ST 316 M10x21x1.2 N/A D2 E2 72 102178 (STUDS) METRIC (316-STST) M16x60 (25/32) 30634
A4 B4 C4 30 111617 (STUDS) METRIC (SAF-2205) M12x78 (30/20) 30710 D2 E2 73 201397 (WASHERS) (SPRING) METRIC ST ST 316 M16 N/A
A1 B1 C1 31 063097 (LABELS) (MODEL & SERIAL No PLATE) 63097 D2 E2 74 201312 (NUTS) (METRIC ST ST 316) M16 N/A

HJ-241 / HSRX
 HJ-241-02-001 Couplings and Belts

HJ-241 / HSRX
A B C D E Item Kit PartNumber MovexAlias Qty ProductDescription DrawingNbr COUPLING DIA.A DIA.B DIA.C DIA.D PCD HOLES(E) DIM.F
A 108632 COUPLING & V-BELT KIT (ELBE 0.112) HJ21302001 108591 120 75 2.3/2.1 8.2 101.5 8 10
B 108633 COUPLING & V-BELT KIT (GWB 287.2 & 387.2) HJ21302001 108592 120 75 2.3/2.15 10.2 101.5 8 10
C 108634 COUPLING & V-BELT KIT (HARDY SPICER 1400) HJ21302001
108593 116 69.9R (-2.0/1.8) 11.5 95.3 4* 10
D 108635 COUPLING & V-BELT KIT (AQUA DRIVE 14200) HJ21302001
E 110399 COUPLING & V-BELT KIT (HARDY SPICER 1510 & 1550) HJ24102001 108594 135 90.0R (-6.0) M12x1.75-H6 108 6 30
E 1 110398 1 COUPLING (HARDY SPICER 1510 & 1550) 1510 & 1550 HARDY SPICER 110398 110398 146 95.2R (-2.5) 11.5 120.6 4 13
D 1 108594 1 COUPLING (SCATRA AQUA DRIVE 14200) 108594
C 1 108593 1 COUPLING (HARDY SPICER 1400) 108593
B 1 108592 1 COUPLING (GWB 287.2 & 387.2) 108592
A 1 108591 1 COUPLING (ELBE 0.112) 108591
A B C D E 2 64430 064430 1 (VEE BELTS) Gates (PJ559 10 RIB) Micro Vee N/A

SERVICING DRAWINGS
D.3
 SERVICING DRAWINGS
D.4 HJ-241-03-001 Impellers

PART No QTY DESCRIPTION DWG No

109984 1 IMPELLER TYPE 6.4 108545
109983 1 IMPELLER TYPE 6.8 108545
109982 1 IMPELLER TYPE 7.1 108545
108545 1 IMPELLER TYPE 7.5 108545

PART No QTY DESCRIPTION DWG No

109987 1 IMPELLER TYPE 5.0 108546
109986 1 IMPELLER TYPE 5.5 108546
109985 1 IMPELLER TYPE 5.8 108546
108546 1 IMPELLER TYPE 6.1 108546

PART No QTY DESCRIPTION DWG No

109990 1 IMPELLER TYPE 3.7 108547
109989 1 IMPELLER TYPE 4.1 108547
109988 1 IMPELLER TYPE 4.4 108547
108547 1 IMPELLER TYPE 4.7 108547

HJ-241 / HSRX
 HJ-241-06-000 Steering Assembly General Arrangment Sht1

HJ-241 / HSRX
A B C D E Item Kit PartNumber MovexAlias Qty ProductDescription DrawingNbr
A HJ24106001 STEERING GROUP STANDARD & NON ROTATED (JT) HJ24106000
B HJ24106005 STEERING GROUP UP TRIM NO OFFSET (JT) HJ24106000
C 111534 STEERING ASSEMBLY KIT (MK2) HJ24106000
D 111535 NOZZLE KIT (MK2) HJ24106000
E 111637 STEERING RETROFIT KIT FOR JETS BEFORE SERIAL NUMBER 329 HJ24106000
A B E 1 111472 1 STEERING SHAFT WELDED ASSEMBLY 111472
A B 2 HMHRAAQ 200964 1 (O RINGS) IMPERIAL 0.13x3/4"x1.0" (210N70) N/A
A B 3 111464 3 BUSH FOR STEERING SHAFT 111464
A B 4 107550 1 STEERING CRANK 107550
A B 5 103170 1 COTTER 103170
A B 6 103637 1 (WASHER) SPECIAL 8mm (AB2) 103637
A B C2 D2 E2 7 JDQHXAC 201309 3 (NUTS) (METRIC ST ST 316) M8 N/A
A B C2 D2 E2 8 JEQKXAC 201394 3 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A
A B C E 9 111395 1 NOZZLE HOUSING HJ241(for use with S.S. insert) 111395
A B C E 10 111398 2 BUSH FOR STEERING & REVERSE PIVOT 111398
A B C E 11 HYQHXIO 201161 2 (BOLTS) (METRIC) ST ST 316 M16x60 N/A
A B C E 12 108475 2 SLEEVE(PIVOT) 108475
A B C E 13 111451 2 STEPPED ADJUSTING WASHER 111451
A B C D E 14 109515 1 BUSH STEERING 109515
A B C D E 15 111396 1 NOZZLE HJ241(with lip seal) 111396
A B E 16 111466 1 TILLER FOR TIE ROD 111466
A B E 17 HZQHXBO 201227 1 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M10x25 N/A
A B E 18 JDQSXAE 201331 1 (NUTS) (METRIC NYLOC ST ST 316) M10 N/A
A B C D E 19 30661 030661 2 (STUDS) METRIC (316-STST) M8x51 (16/16) 30647
A B C D E 20 103359 1 ANODE MK3 103359
A B C E 21 109589 1 NOZZLE INSERT 109589
A B C E 22 111397 2 SLEEVE FOR STEERING & REVERSE PIVOT BUSH 111397
A B C E 23 111399 2 THRUST WASHER FOR STEERING & REVERSE PIVOT 111399
A B C E 24 111400 2 LIP SEAL HJ241 111400
A B C E 25 HZQHXAI 201214 4 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M6x25 N/A
A B 26 111463 1 SLEEVE FOR STEERING SHAFT BUSH & SEAL (INTAKE) 111463
A B 27 111462 2 SLEEVE FOR STEERING SHAFT BUSH 111462
A B E 28 30789 030789 1 (BOLTS) (M/C SCREWS) METRIC STST 316 M12x30 (HEX HD) N/A
A B E 29 JDQSXAH 201332 1 (NUTS) (METRIC NYLOC ST ST 316) M12 N/A
A B C E 30 JEQKXAA 201392 4 (WASHERS) (SPRING) METRIC ST ST 316 M6 N/A
A B C E 31 JEOZXAD 201382 4 (WASHERS) (FLAT) METRIC ST ST 316 M6x12.5x1.0 N/A

SERVICING DRAWINGS
D.5
 SERVICING DRAWINGS
D.6 HJ-292-06-000 Steering Assembly General Arrangment Sht2

HJ-241 / HSRX
 HJ-242-06-004 Blanking Plugs (No Steering)

HJ-241 / HSRX
SPARES ASSY ITEM PART No QTY DESCRIPTION DWG No
4 1 108543 1 BLANKING PLUG 108543

SERVICING DRAWINGS
D.7
 SERVICING DRAWINGS
D.8 HJ-241-07-001 Reverse Assembly Sht1

HJ-241 / HSRX
 HJ-241-07-001 Reverse Assembly Sht2

HJ-241 / HSRX
A B C D E F G Item Kit PartNumber MovexAlias ProductDescription DrawingNbr
A HJ24107001 REVERSE GROUP (HYDRAULIC) CONTROL HJ24107001
A1 B 112080 REVERSE CYLINDER H.S.R.X. MK2 HJ241 HJ24107001
C 112078 SEALS KIT H.S.R.X. MK2 HJ24107001
D 112049 HSRX BACKHEAD KIT HJ2137001
E 112240 HSRX FRONT HEAD KIT HJ24107001
F 112242 REVERSE DUCT KIT HJ24107001
G 80934 080934 CABLE CLAMP KITSET 80934
C2 REF 108559 RESILIENT MOUNT 50 x 30 (Rubber) 107135
A1 F1 1 111524 REVERSE DUCT HJ241 111524
A2 2 111685 REVERSE PIVOT 111685
A4 3 JEQKXAJ 201397 (WASHERS) (SPRING) METRIC ST ST 316 M16 N/A
A2 4 HYQHXIP 201162 (BOLTS) (METRIC) ST ST 316 M16x65 N/A
A2 F 5 111398 BUSH FOR STEERING & REVERSE PIVOT 111398
A1 F 6 107562 (LABELS) REVERSE LABEL 107562
A1 7 111460 SPLASH GUARD MK2 111460
A2 8 JCQHXAG 201278 (STUDS) METRIC (316-STST) M8x35 (12/22) 30647
A7 F4 9 JEQKXAC 201394 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A
B1 10 108580 SHAFT ASSEMBLY 108580
B1 E1 11 108550 REVERSE CYL RETAINING NUT 108550
B1 C1 E1 12 JWKZAEE 201511 (SEAL) WIPER SEAL 20x28x4.8 TYPE 839N HALLITE #4630900 N/A
B1 E1 13 108564 (WASHER) SPECIAL WASHER 30mm OD x 3.0 thk 316 STST 108564
B1 C1 E1 14 112234 FRONT - RESILIENT MOUNT (Rubber) 112234
B1 C1 E1 14 112233 REAR - RESILIENT MOUNT (Rubber) 112233
B1 E1 15 112076 FRONT HEAD H.S.R.X. REVERSE CYLINDER 112076
B1 C1 E1 16 61487 061487 (O RINGS) METRIC 5.3x25x35.6 DASH NO. 318N70 N/A
B1 C1 E1 17 JWKZAEF 201512 (OIL SEALS) 20x28x5 TYPE 605 HALLITE #4611100 N/A
B2 C2 D1 E1 18 HMHRAEW 201002 (O RINGS) IMPERIAL 0.10x1.44x1.63 (127N70) N/A
B1 19 108572 CYLINDER 106555
B1 20 108569 SPOOL H.S.R.X. 108569
B1 C1 21 JWKZADD 201497 (SEAL) PISTON SEAL-GT 8065-173-HR N/A
B1 D1 22 112235 BACKHEAD H.S.R.X. Mk3 (HDM8724) 112235
A6 F4 23 JDQHXAC 201309 (NUTS) (METRIC ST ST 316) M8 N/A
B1 C1 D1 24 65222 065222 12x4.5 Viton O ring N/A
B1 D1 25 JNODAFY 201466 (SKF) BEARING 6301 N/A
B1 26 108553 CABLE MOUNTING PLATE H.S.R.X. 108553
B4 27 108565 (STUDS) METRIC (316-STST) M6x224 (15/15) 30635
B4 28 JDQHXAA 201308 (NUTS) (METRIC ST ST 316) M6 N/A
B4 29 JEQKXAA 201392 (WASHERS) (SPRING) METRIC ST ST 316 M6 N/A
B1 30 JAJYXBC 201244 (SCREWS) (SET SCREWS) METRIC 316 ST ST Socket M6x10 N/A
B1 31 106561 HANDLE H.S.R.X. 106561
B2 D1 E1 32 205065 Nipple 3/8" BSPP male x 3/8" BSPP male # Z101006 115000
B2 C2 D1 E1 33 WAQUDAC 201767 BONDED SEAL 3/8" BSP (400-823-4490-74) N/A
B1 D1 35 202986 PRESSURE RELIEF VALVE (RDBA-LDN) PRESSURE SET TO 34 BAR (500 psi) N/A
B1 36 KYINAAF 201553 BALLJOINT STST (spring cup assembly) 201553
B2 G2 37 HZJXAAD 201183 (SCREWS) (M/C SCREWS) IMPERIAL ST ST 316 3/16"UNCx1.0" (ROUND HEAD) N/A
B2 G2 38 JDQSAAA 201326 (NUTS) (IMPERIAL NYLOC ST ST 316) 3/16"UNC N/A
B1 D1 39 108927 PIN 3/16" dia x 40 108250
B1 C1 D1 40 65187 065187 V-RING (VA-12) N/A
A5 F5 41 30661 030661 (STUDS) METRIC (316-STST) M8x51 (16/16) 30647
A1 F1 42 JDQSXAC 201330 (NUTS) (METRIC NYLOC ST ST 316) M8 N/A
A1 F1 43 JEOZXAF 201383 (WASHERS) (FLAT) METRIC ST ST 316 M8x16x1.2 N/A
A1 F1 44 111808 PLAIN BUSH - REVERSE CYLINDER (REPLACES PT No.64452) 111808
A1 45 JBJYXAH 201261 (SCREWS) (CAPSCREWS) METRIC ST ST 316 Socket Hd M8x20 N/A
A2 F2 46 103359 ANODE MK3 103359
49 REF 65186 065186 DRYSEAL PRESSURE PLUG 1/16" NPT N/A
A2 F2 50 111397 SLEEVE FOR STEERING & REVERSE PIVOT BUSH 111397
A2 F2 51 111399 THRUST WASHER FOR STEERING & REVERSE PIVOT 111399
A2 52 111526 REVERSE PIVOT LINK 111526
A2 53 102178 (STUDS) METRIC (316-STST) M16x60 (25/32) 30634

SERVICING DRAWINGS
A2 54 JDQHXAL 201312 (NUTS) (METRIC ST ST 316) M16 N/A
B1 D1 55 65185 065185 COVER KIT (HCO 2240) N/A
B1 C1 D1 56 65183 065183 (O RINGS) METRIC 25x2 N70 N/A
B1 E1 57 HEIDAAA 200917 (GREASE) NIPPLES 1/8"BSP STAINLESS STEEL N/A
B2 G2 58 202544 CLAMP - MORSE CABLE RETAINER. 202544
B2 G2 59 202543 SHIM - MORSE CABLE RETAINER. 202543
D.9
 SERVICING DRAWINGS
D.10 HJ-241-07-002 Blanking Plus (No Reverse)

HJ-241 / HSRX
 HJ-241-08-001 Installation Details GRP Hull

HJ-241 / HSRX
SERVICING DRAWINGS
D.11
 SERVICING DRAWINGS
D.12 HJ-241-08-002 Installation Details Aluminium Hull

A B C Item Kit PartNumber Qty ProductDescription DrawingNbr

A 108486 INTAKE BLOCK - GRP / ALM 108486
B 108629 INSTALLATION HARDWARE KIT HJ24108001
C 108630 TRANSOM PLATE KIT (ALUM & GRP HULL) HJ24108001
C 1 108514 1 TRANSOM PLATE 108514
A 2 108486 1 INTAKE BLOCK - GRP / ALM 108486
B 3 30671 14 (STUDS) METRIC (316-STST) M10x51 30637
C 4 JDQHXAC 12 (NUTS) (METRIC ST ST 316) M8 N/A
C 5 JEQKXAC 12 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A
C 6 JEOZXAF 12 (WASHERS) (FLAT) METRIC ST ST 316 M8x16x1.2 N/A
B 7 JMNGAAR 1 NEUT-CURE RTV SILICONE 310G N/A
C 8 108552 1 (JET) O RINGS SPECIAL TRANSOM PLATE 111183
C 9 HZQHXAZ 12 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M8x25 N/A
B 10 MRINAAI 1 LOCTITE 262 10ML BOTTLE N/A
B 12 JDQHXAE 14 (NUTS) (METRIC ST ST 316) M10 N/A
B 13 JEQKXAE 14 (WASHERS) (SPRING) METRIC ST ST 316 M10 N/A

HJ-241 / HSRX
B 14 JEOZXAI 14 (WASHERS) (FLAT) METRIC ST ST 316 M10x21x1.2 N/A
B 15 63595 1 (JET) PACKAGING BOLT BOX N/A
 HJ-241-08-003 Installation Details Steel Hull Sht1

HJ-241 / HSRX
DO NOT SCALE THIS DRAWING REMOVE ALL SHARP EDGES ALL DIMENSIONS IN mm UNLESS OTHERWISE STATED PROJECTION

SERVICING DRAWINGS
C. W. F. Hamilton & Co. Ltd Christchurch, New Zealand
B

AMENDMENT MATERIAL Certified Weight (kg) = N9 EXCEPT AS STATED

ITEM 7, RTV SILICON, ADDED TO KIT A
HJ241 08 003

Cast UNLIMITED DIMENSIONS TO BE ±0.5 Scale none

M/C DESCRIPTION

Standard INSTALLATION DETAILS

Approvals for STEEL HULL
ECN CL316 BY F.K. DATE 15.03.04
Name Date for HJ241 JET.
JET 241 Sheet 1 of 2.
DWG No

Designed R.J.L 17-10-03

This print is provided on a restricted basis and is not to be used
D.13

in any way detrimental to the interests of C. W. F. Hamilton Ltd Reviewed DWG No HJ241 08 003 B
 SERVICING DRAWINGS
D.14 HJ-241-08-003 Installation Details Steel Hull Sht2
DO NOT SCALE THIS DRAWING REMOVE ALL SHARP EDGES ALL DIMENSIONS IN mm UNLESS OTHERWISE STATED PROJECTION

HJ-241 / HSRX
C. W. F. Hamilton & Co. Ltd Christchurch, New Zealand
B

AMENDMENT MATERIAL Certified Weight (kg) = N9 EXCEPT AS STATED

REFER TO Sheet 1 of 2 FOR AMENDMENTSS.
HJ241 08 003

Cast UNLIMITED DIMENSIONS TO BE ±0.5 Scale none

M/C DESCRIPTION

Standard INSTALLATION DETAILS

Approvals for STEEL HULL
ECN CL BY R.J.L DATE
Name Date for HJ241 JET.
JET 241 Sheet 2 of 2.
DWG No

Designed R.J.L 17-10-03

This print is provided on a restricted basis and is not to be used
in any way detrimental to the interests of C. W. F. Hamilton Ltd Reviewed DWG No HJ241 08 003 B
 HJ-241-09-001 Blanking Plugs (For Screen Rake)

HJ-241 / HSRX
SERVICING DRAWINGS
D.15
SERVICING DRAWINGS HJ-241 / HSRX
HJ-241-09-002 Screen Rake Assembly
D.16
 HJ-241 / HSRX SERVICING DRAWINGS
HJ-241-10-004 Hatch Extension
D.17
SERVICING DRAWINGS HJ-241 / HSRX
HJ-241-11-000 Tool Kit
D.18
 HJ-241-12-000 Sandtrap & engine Cooling

HJ-241 / HSRX
SERVICING DRAWINGS
D.19
SERVICING DRAWINGS HJ-241 / HSRX
HJ-241-13-002 Anode Locations
D.20
 HJ-241 / HSRX SERVICING DRAWINGS
HJ-241-30-001 General Arrangement
D.21
 SERVICING DRAWINGS
D.22 CT-CLV-01-003 Reverse Controller

A B C Item Kit PartNumber MovexAlias Qty ProductDescription DrawingNbr

A 110021 CLV SINGLE LEVER FOR SINGLE JET WITH NEUTRAL INTERLOCK CTCLV01003
B 110022 CLV TWIN LEVER FOR TWIN JETS WITH NEUTRAL INTERLOCK CTCLV01003
C 80934 080934 CABLE CLAMP KITSET 80934
B 1 63566 063566 1 MORSE CONTROLLER TWIN 'S' CTCLV01003
A 1 63526 063526 1 MORSE CONTROLLER SINGLE 'S' CTCLV01003
A2 B4 3 203089 4 (SCREWS) (CAP SCREWS) IMPERIAL ST ST 304 3/16"UNFx3/4" (BUTTON HEAD) N/A
A B 4 63529 063529 1 (LABELS) "UP" (J )"DOWN" CTCLV01003
A1 B2 5 104552-8 2 (LABELS) DETENT PLATE CTCLV01003
A1 B2 7 64727 064727 1 NEUTRAL INTERLOCK SWITCH MORSE 047307 N/A
A2 B4 C2 8 HZJXAAD 201183 2 (SCREWS) (M/C SCREWS) IMPERIAL ST ST 316 3/16"UNCx1.0" (ROUND HEAD) N/A
A2 B4 C2 9 JDQSAAA 201326 2 (NUTS) (IMPERIAL NYLOC ST ST 316) 3/16"UNC N/A

HJ-241 / HSRX
A1 B2 C1 10 202543 1 SHIM - MORSE CABLE RETAINER. 202543
A1 B2 C1 11 202544 1 CLAMP - MORSE CABLE RETAINER. 202544
 CT-HLM-06-002 Helm Wheel Options

HJ-241 / HSRX
A B Item Kit PartNumber Qty ProductDescription DrawingNbr
B 111575 CABLE STEERING WITH STST WHEEL (3" STROKE) CTHLM06002
A 111574 CABLE STEERING WITH SPORTS WHEEL (3" STROKE) CTHLM06002
B 1 EXPORTB 1 WHEEL 16" DIAMETER 3/4" TAPER BORE (DESTROYER TYPE) CTHLM04000
A 1 JMNGAAY 1 4 SPOKE MORSE C0856 N/A
A B 2 JMNGAAX 1 BEZEL 90 DEG BLACK MORSE 292842 N/A
A B 3 JMNGAAW 1 MORSE D0290 SINGLE HELM ASSEMBLY N/A
A B 4 CABLE 1 CABLE MORSE (D0345) CUSTOMER SPECIFIED LENGTH REQUIRED N/A
A B 5 300617 1 TRANSOM KIT MORSE 300617 N/A
A B 6 111577 1 SPACER TUBE for MORSE DO290 CABLE STEERING SYSTEM 111576
A B 7 111579 1 END STOP for MORSE DO290 CABLE STEERING SYSTEM 111579
A B 8 111580 1 ADAPTOR for MORSE DO290 STEERING CABLE END SWIVEL 111580
A B 9 HMHRAAJ 1 (O RINGS) IMPERIAL 0.10x0.63x0.81 (114N70) N/A

SERVICING DRAWINGS
D.23
 SERVICING DRAWINGS
D.24 CT-HPU-01001 Hydraulic Power Unit

A B Item Kit PartNumber MovexAlias ProductDescription DrawingNbr

A CTHPU01001 JET HYDRAULIC POWER UNIT (SAGINAW) HSRX SYSTEM CTHPU01001
B 110857 SAGINAW PUMP & PULLEY ASSEMBLY CTHPU01003
A1 B1 1 206264 SAGINAW PUMP 206264
A1 B1 2 108628 DRIVE PULLEY SAGINAW PUMP 108628
A1 3 108618 SUPPORT BRACKET 108618
A1 4 108617 ADJUSTING LINK 108617
A3 5 JCQHXAN 201280 (STUDS) METRIC (316-STST) M10x40 (15/20) 30637
A6 7 JEQKXAE 201395 (WASHERS) (SPRING) METRIC ST ST 316 M10 N/A
A6 8 JDQHXAE 201310 (NUTS) (METRIC ST ST 316) M10 N/A
A1 9 HZQHXBN 201226 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M10x20 N/A
A1 10 64996 064996 BONDED SEAL M16 (400-870-4490-74) N/A
A1 12 68001 068001 Adaptor 3/8 BSPP male X M16 x 1.5 metric male # SA10650616HJ 68001
A2 13 102993 (WASHER) SPECIAL 25mm ODx11mm IDx3mm thk 102993
A1 14 DEXRON-III 200120 OIL CASTROL DEXRON III 1 LITRE N/A
A1 15 111614 PAINT APPLICATION JHPU'S With Saginaw Pump (Std) Gloss Finish 111178
16 REF 203005 SEAL SAGINAW RSI 045131 N/A

HJ-241 / HSRX
 HJ-241 / HSRX SERVICING DRAWINGS
CT-HSE-12-001 Hose Kits
D.25
 SERVICING DRAWINGS
D.26 CT-HSE-12-001 Hose Kits

A B C Item Kit PartNumber ProductDescription DrawingNbr

A CTHSE12002 HSRX HOSE KIT (SAGINAW pump) 213 CTHSE12001
B CTHSE12003 HSRX HOSE KIT (SAGINAW pump) 241 CTHSE12001
C CTHSE12004 HSRX HOSE KIT (SAGINAW pump) 274 CTHSE12001
A 213 H1 115142 HOSE 3/8" L=0350mm 45-00 deg 18-6-2-10-6-0 CTHSE12001
A 213 H2 115143 HOSE 3/8" L=0300mm 90-00 deg 99-0-114-0-0 CTHSE12001
A 213 H3 111211 HOSE 3/8" L=0300mm 00-00 deg 0-0-114-0-0-0 CTHSE12001
B 241 H1 115145 HOSE 3/8" L=0430mm 90-90 deg 14-6-2-117-6-315 CTHSE12001
B 241 H2 115146 HOSE 3/8" L=0395mm 00-00 deg 98-0-114-0-0 CTHSE12001
B 241 H3 111213 HOSE 3/8" L=0300mm 00-00 deg 0-0-114-0-0-0 CTHSE12001
C 274 H1 115148 HOSE 3/8" L=0630mm 00-45 deg 10-6-2-18-6-0 CTHSE12001
C 274 H2 115149 HOSE 3/8" L=0585mm 00-00 deg 98-0-114-0-0 CTHSE12001
C 274 H3 111217 HOSE 3/8" L=0300mm 00-00 deg 0-0-114-0-0-0 CTHSE12001

HJ-241 / HSRX
 CT-SJK-02-005 Steering Cylinder, Seastar

HJ-241 / HSRX
SERVICING DRAWINGS
D.27
SERVICING DRAWINGS HJ-241 / HSRX
61483 Rotary Seal
D.28
 82206 Impeller Blade Dressing Instructions and Balancng Information Sht 1

HJ-241 / HSRX
SERVICING DRAWINGS
D.29
 SERVICING DRAWINGS
D.30 82206 Impeller Blade Dressing Instructions and Balancng Information Sht 2

HJ-241 / HSRX
 82206 Impeller Blade Dressing Instructions and Balancng Information Sht 3

HJ-241 / HSRX
SERVICING DRAWINGS
D.31
 SERVICING DRAWINGS
D.32 82206 Impeller Blade Dressing Instructions and Balancng Information Sht 4

HJ-241 / HSRX
 85018 Recommendation for Lubricants and Oils

HJ-241 / HSRX
SERVICING DRAWINGS
D.33
 SERVICING DRAWINGS
D.34 85080 Aluminium Weld Procedure for Hamilton Jet Installation or Repair

HJ-241 / HSRX
 85113 Recommendations for Fastener Locking, Torques and Threading Lubrication Sht 1

HJ-241 / HSRX
SERVICING DRAWINGS
D.35
 SERVICING DRAWINGS
D.36 85113 Recommendations for Fastener Locking, Torques and Threading Lubrication Sht 2

HJ-241 / HSRX
 85114 Earth Bonding System Recommendations and layout

HJ-241 / HSRX
SERVICING DRAWINGS
D.37
SERVICING DRAWINGS HJ-241 / HSRX
D.38
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
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: [email protected]
Web: www.hamiltonjet.co.nz

European Office
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: [email protected]

American Office
Hamilton Jet Inc.
1111 N.W. Ballard Way
Seattle, WA 98107
Phone: +1 206 784 8400
Fax: +1 206 783 7323
E-Mail: [email protected]
Web: www.hamiltonjet.com

MEMBER OF THE C.W.F. HAMILTON GROUP