Marine Propulsion Units, Model 291, HamiltonJet

Jet Cr

MODELP711

HamiltonJet

MARINE PROPULSION UNITS

MODEL 291

TECHNISCHE UNIVERSITET Laboratorium voor Scheepshydromechanics Archief Mekellweg 2, 2628 CD Delft TN.: 015- 786873- Fez 015-781830

Par, N.

98856

MAY 1985 -BAS 5M--85

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

Jet Or

MODELP-7711

INDEX

ye. Et° PAGE GENERAL DESCRIPTION _Al SCOPE OF USE: 61

SPECIFICATION : Standard and optional equipment Cl

PERFORMANCE: Thrust curves D1

Power/rpm curves _D2

DIMENSIONS : Scale drawing _El

Transparencies E2

Typical single engine layout E3

Typical twin engine layout in line engines E4

'vee. engines E5

DESIGN GUIDE (A) PLANING CRAFT: Planning guide F1

Hull Shapes, multihulls F2

Speed guide table F3

Table of matching engines F4

(B) DISPLACEMENT CRAFT: Planning guide F5

Speed guide table F6

Table of matching engines F6

Installation Notes F7

SEMI PLANING CRAFT F8

MULTIPLE JET INSTALLATIONS : F9

HULL PREPARATION AND JET INSTALLATION : List of drawings G1

GAP and wooden hulls G2, G3

Aluminium hulls G4-G6

Steel hulls G7-G9

Jet Installation G10, G11

ENGINE AND DRIVE SHAFT INSTALLATION : Engine installation H1

Engine systems H2

Universally jointed driveshafts H2, H3

Tortionally flexible driveshafts H4

Moments of Inertia H4

CONTROL SYSTEMS: Steering _11-13

Reverse operation 13

Two lever systems 14

Single lever systems 15

Multiple jets ₁₅

Dual station control 15

PRECAUTIONS AGAINST CORROSION : _{Aluminium, GRP, Wooden hulls}

J1-J3

Steel hulls _{J4, J5}

;---:TERATION : Steering and Reverse controls _K1

Manoeuvring and docking _K2

Shallow water operation _K2

Blockages in the unit

K3 JET UNIT FAULTFINDING:

Li SERVICING INFORMATION : Bearings, seals, driveshaft and anodes _MI

Impeller _M2

Controls, paintwork _M3

Recommended lubricants _M3

Tightening torques _M3

MAINTENANCE INFORMATION : Special Tools _Ni

Thrust bearing and water seal overhaul _{N2, N3}

Impeller and wear ring overhaul _N3-N6

Reverse cylinder overhaul _N7-N8

PARTS LIST: Basic jet _01-03

PARTS DRAWINGS : Basic jet

P1, P2

PARTS LIST: Reverse control components ₀₁

PARTS DRAWING : Reverse control components _R1

WARRANTY:

The model 291 jet unit is the result of the latest Hamilton propulsion

technology, computer designed for the efficient propulsion of high speed planing launches and workboats, using popular high speed marine _{diesel engines.}

A conventional inboard mounting is used. _{The unit is installed over a rectangular} intake hole in the hull bottom aft, with the jet discharge and control gear

extended through a hole in the transom fitted with a rubber seal. High

efficiency type "T3" steering gear is employed with inboard tiller - requires only simple manual linkup to the wheel. The powerful twin-duct reverse deflector is hydraulically power-operated with a finger-tip follow-up controller. An

inboard inspection hatch gives access to the interior of the unit, and a lever operated intake screen rake to combat weed blockages is _{supplied as standard.} Construction is from LM6 corrosion-resisting light alloy castings with most other parts _{from 316 grade stainless steel, including all nuts and bolts.}

30 years in the field of marine jet propulsion is exhibited in every detail of this compact, strong and efficient workjet.

Jett,

GENERAL DESCRIPTION

Designed for efficient propulsion of high speed (over 20 knots) planing craft the 291 can also propel slow speed displacement craft where shallow draught or superior manoeuvring ability are prime considerations.

Max. Boat Weight

Single unit : 6 tonnes 10 tonnes

Twin units 13 tonnes 22 tonnes

Triple units : 20 tonnes 45 tonnes

HARD CHINE DISPLACEMENT

PLANING HULLS CRAFT

Max. Horsepower 350 (260 kW) 200 (150 kW)

Hull deadrise angle 8o+ 8o+

HP/Tonne 50+ 5-15

47N

1":.;:10

Approx. Boat Length

Single unit : 7-12m 7-15m

Twin units 8-14m 8-20m

Jet0

SCOPE OF USE

SPECIFICATION

Impeller Diameter : 290mm No. of stages : 1

Impeller Options (one

supplied)

Nozzle Size (one supplied) : Small; standard (150mm diam); large

Mounting Transom Angle Unit Weight

Rotation

STANDARD EQUIPMENT

Compression rubber transom seal assembly. Aluminium bar intake screen.

Intake raking screen - kick down operated. Inspection hatch, inboard.

Coupling flange to suit Hardy Spicer 1600 series driveshaft. Type "T3" single deflector steering, inboard tiller.

Cathodic corrosion protection with anodes.

Twin-duct reverse bucket with hydraulic cylinder and position _sensor.

Reverse (HERC) control lever and control box. (Suit 12 or 24V DC without adjustment) 12 or 24V DC Electra Hydraulic Power Unit (EHPU) Relief valve _{pressure 50 bar}

Inboard auxiliary water offtake. Owner's Manual.

Special Tools Kit OPTIONAL EQUIPMENT

Coupling flange to suit GWB 587.20 driveshaft.

Teleflex-Morse steering kit (single, twin or triple jet). Dual station controls.

Drive shaft.

Engine flywheel adaptor.

Inspection hatch overflow preventer.

Remote operating kit for raking screen (push-pull cable).

: Standard flat inboard mount.

o + o

: 5 (- 1 )

: 173 Kg (without entrained water)

205 Kg (with entrained water)

: Left hand only. (Anti-clockwise looking

forward from stern).

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_{SPECIFICATIONS}

MODELPTTI

C1-5-85

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_PERFORMANCE

MOD

ELF'

D1-5-85

10 15 20 25 30 35 40

BOAT SPEED (knots)

The jet thrust shown above should be compared with _{the resistance of the bare}

, lull (no appendages such as rudders _{or keels) to predict speed.}

The thrust for twin or triple jets is double or triple the thrust for one jet respectively. Reverse thrust - is up to 55 percent of forward thrust.

Steering thrust - at right angles _{to the boat is 42 percent of}

forward thrust at full lock. S800 700 CC 600 w 500 400 300 200 100

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POWER / RPM

400

350

300

250

Lu

200

0

a. 150 100 50 4-0 1000 1500 2000 R.P.M.

(Type "11" and "12.5" impellers not shown)

2500 300

250

50 3000 PERFORMANCE D2-3-36

Plot the selected engines max. hp/rpm point on the graph above and select the impeller whose curve is closest. _{It is best with waterjets to choose an impeller} which holds the engine slightly below its normal max. rpm. If in doubt consult C.W.F. Hamilton & Co Ltd.

The above curves are for "standard" nozzle size. _{A "large" nozzle will give} slightly higher and a "small" nozzle slightly lower _{rpm allowing even finer} adjustment of rpm to very closely match an engine.

200

cr

150

0

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1:20

1:24

Jet Cr

MODELK%i 1

1:16

Jet Cr

MODELP7711

TYPICAL SINGLE ENGINE LAYOUT SHOWING CATERPILLAR 3208TA DIESEL ENGINE AND SHORT UNIVERSAL DRIVESHAFT.

Scale 1:20

2000

NOTE :

Driveshaft should be offset _{- refer Section H.}

DIMENSIONS

Hamilton

Jett"

MODELP7111

TYPICAL TWIN "IN-LINE" ENGINE LAYOUT _{SHOWING TWIN FORD 2728 TIM ENGINES}

AND SHORT CENTAFLEX GZ DOUBLE ELEMENT RESILIENT _COUPLING.

Scale 120

2000

DIMENSIONS

E4-5-85

Jet'

MODELP7111

TYPICAL TWIN "VEE" ENGINE LAYOUT SHOWING TWIN BAUDOUIN 6F11SRM ENGINES AND SHORT UNIVERSAL DRIVESHAFT. 0

Scale 1:20

2000 DIMENSIONS E5-5-85

Jet Cr

MODELPT-M1

PLANNING GUIDE (Planing Craft):

1. _{Is the hull shape suitable? - refer "HULL SHAPE GUIDE"(Page F2).}

Determine required power/weight ratio - refer "SPEED GUIDE TABLE" (Page F3). Knowing the speed required and the approximate W.L.L. read off the required power/weight ratio.

3. Estimate the boats AUW (approximately).

4. Required total hp = Power/weight ratio x AUW.

5. _{Check that 291 Jet(s) are suitable - The maximum AUW's for the 291 Jet(s)}

in planing craft are

:-Single 291 Jet - 6 tonnes max AUW

Twin 291 Jets - 13

Triple 291 Jets - 20

If the customers requirements give an AUW outside these limits then _either :-a lightened bo:-at AUW is necess:-ary; or

larger jet(s) are required.

6. Determine suitable engine - refer engine selection table (Page F4). Divide the "Required total hp" by the number of engines to be used to determine required hp of each engine. _{From the Table of Matching engines for the} choosen jet select an engine of hp equal to or greater than that _required. NOTE : It may be necessary to select a different model of jet than indicated

by the above planning just to match the customers choice of engine. _{In this} case re-check the AUW is within the capability of this jet or jets. _{If the} desired engine does not appear in the table consult C.W.F. Hamilton & Co Ltd. 7. _{Re-check speed - Re-estimate AUW knowing actual weights of the selected}

engine(s) and jet(s). Determine

:-Total input hp Power/weight ratio =

AUW

From Power/Weight ratio and boats W.L.L. check predicted speed on "SPEED

GUIDE TABLE". _{This should excee.1 the desired speed to allow a performarce}

.margin.

8. More accurate speed estimate - The above planning is _{a guide to performance.} Having selected the engine and jet combination and _{finalised AUW etc, a more} accurate speed estimate can be made by comparing the boats _{hull resistance} with the jet thrust.

If hull resistance is not known supply the following _{information to} C.W.F. Hamilton & Co Ltd for an estimate

:-OAL - Max. Chine Beam - Deadrise at Transom

WLL - Deadrise Amidships

9. _{Installation Data - If the above planning gives a suitable solution consult}

Section G for hull preparation and installation data.

10. _{If in doubt - consult C.W.F. Hamilton & Co Ltd.}

DESIGN GUIDE

PLANING CRAFT

Jet ar

MODELKI'i

HULL SHAPES

Some DEADRISE angle in planing hulls is desirable. 8° minimum is recommended.

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This will ensure that aerated water from the bow wave will not enter the jet unit causing slip and loss of power.

Monohedron lines are recommended i.e. chine and keel parallel, at least over the planing area.

Monohedron - constant deadrise or vee angle.

The STEM should'be easy rising as a deep, fine forefoot can cause steering problems if the hull has any tendency to ride flat.

There must be NO KEEL, RUDDER, PLANING STRAKES OR ANY OTHER UNDERWATER APPENDAGES FOR AT LEAST 2m (7 ft) _{IN FRONT OF THE JET INTAKE.}

Such protrusions from the hull can interrupt water flow and divide water away from the intake. _{Strakes and/or keels outside the intake}

Irea are acceptable.

To ensure that the static draught is sufficient to _{PRIME THE JET UNIT, water must reach at} least to the level of the main shaft when the boat _{is at rest.}

MULTI-HULLS

DESIGN GUIDE

PLANING CRAFT

F2-5-85

Jets can be fitted in catamaran or trimaran hulls. _{Air entrainment between the hulls is part} of the function of these craft in order to reduce hull resistance. Care must be taken that this entrained air does not enter the jet intake(s). _{This is alleviated if the hulls are} deep in relation to the air tunnels so that the jet(s) when mounted in the hull(s) sit well down in the water.

45 40 35 30 25 ₂₀

NOTE

This table should be used

as a guide only.

For a more accurate speed estimate

compare hull

resistance with jet thrust

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MODELPTT

NOTE : The max. power driving jet may differ from listed max. power because listed max. oower can be Gross or nett flywheel or nett shaft (after Gearbox)

power.

DESIGN GUIDE

PLANING CRAFT F4-5-85

SOME COMMON DIESELS MATCHING 291 JET FOR HIGH SPEED (PLANING) CaAFT

These are direct drive matchings - a gearbox is not necessary. Many other matchings are possible with engines not listed and also using reduction gearboxes. If in doubt consult C.W.F. Hamilton Co Ltd.

MAKE MODEL RATING LISTED MAX.

MATCHING DIRECT DRIVING

JET MAX: (HP) IMPELLER 74-0-n-LE K(HP)/RPM /RPM

BAUDOUIN 6F11 SRM Int. 225( 306)/3000 9/LARGE 223( 303)72940

CATERPILLAR 32081 Int. 194( 260)/2800 9/LARGE 194( 260)/2800

or Int. 216( 290)/2800 10/LARGE 216( 290)/2800 Pleasure 224( 300)/2800 10 STD 224( 300)/2800 3208 TA M.D. 200( 268)/2400 15 STD 200( 268)72400

Int. 235( 315)/2600 14 STD 235( 315)/2610 Pleasure 265( 355)/2800 12 STD 265( 355)12830

CUMMINS VT-555-M(BC) Pleasure 239( 320)/3000 9/LARGE 228( 305)/2950 VT-903-M Pleasure 317( 425)/2800 14/ SMALL 306( 410)/2800

DEUTZ BFBL 413 F B 222( 302)/2500 14 STD 222( 302)72525 FIAT 8361 SRM Int. 200( 272)/2600 12/LARGE 200( 272)72600

FORD 2728 TIM Int. 149( 200)/2450 10 STD 149( 200)72450

GM DETROIT 6V-53T Int. 205( 275)/2800 9/SMALL 205( 275)72800 P,easure 223( 305)/2800 10/SMALL 228( 305)72795

HAF 306 Int. 212( 287)/2900 9/LARGE 211( 285)72885

Pleasure 232( 316)/3000 9/LARGE 230( 313)/2965

ISOTTA 1032SS6LM Cont. H.S. 266( 362)/3000 10/LARGE 266( 362)/2995

FRASCHINI Max. 294( 400)/3000 11 STD 294( 400)/2990

ID38SS6V MGR 294( 400)72900 12/SMALL 294( 400)/2920 Cont. H.S. 331( 450)73000 12/SMALL 331( 450)/3040

LEHMAN Super 225 Int. 153( 205)/2600 9/LARGE 152( 203)/2580

MERCEDES 0M401 Work 131( 178)72300 11/LARGE 130( 177)72290 (WIZEMAN) (WM180) Pleasure 141( 192)72500 9 STD 141( 192)72500 0M421 Work 148( 201)72100 15/SMALL 148( 201)72160

(WM421) Pleasure 159( 216)/2300 13 STD 158( 214)72285

0M402 Work 175( 238)/2300 15/LARGE 175( 238)/2300

(WM240) Pleasure 188( 256)/2500 12/SMALL 188( 256)72500

MERMAID Majestic Int. 140( 188)/2550 9/LARGE 138( 185)72500 Monarch Cont. 134( 180)/2450 9 STD 134( 180)/2450

Int. 149( 200)72450 10 STD 149( 200)/2450 Turbo-Plus Cont. 175( 245)72500 12 STD 175( 245)12500

Int. 205( 275)72500 13 STD 205( 275)72500

PERKINS 16.3544(M)

RANGE4 240 Pleasure 164( 220)/2600 9/SMALL 164( 220)/2600 TV8.540M L.D.C. 183( 252)/2400 I4/LARGE 188( 252)/2400 Pleasure 201( 270)/2600 12/LARGE 201( 270)/2600 Max. 242( 325)/2600 14 STD 242( 325)/2600 SABB F6.595 TI Int. 149( 200)/2450 10 STD 149( 200)/2450 SABRE 180 Max. 134( 180)/2450 9 STD 134( 180)72450 212 or 212 Comm. Max. 158( 212)/2500 10 STD 158( 212)72500 250 Med. 168( 225)/2500 11/LARGE 168( 225)/2500 Max. 186( 250)/2500 12/ SMALL 186( 250)72500 275 Med. 186( 250)/2500 12/SMALL 186( 250)/2500 Max. 205( 275)/2500 13 STD 205( 275)12500 300 Gen. Duty 186( 250)/2500 12/SMALL 186( 250)/2500 F.P.B. 205( 275)/2500 13 STD 205( 275)72500

Max. 224( 300)/2500 15/LARGE 224( 300)72500

VALMET 61ICSB Int. _{132( 180)/2400 9/SMALL}

132( 180)72410

Max. 149( 203)/2600 9/LARGE 147( 200)/2560 611DSJM Int. _{190( 255)/2500 12/SMALL 190( 255)/2525}

VOLVO TAMD60C L.D.C. 154( 210)/2500 10/LARGE 154( 210)/2500 Pleas. 184( 250)/2800 9/LARGE 182( 247)72750 TAMD7OE L.D.C. 198( 270)/2500 13/LARGE 197( 268)72480 Pleas. 221( 300)/2500 15/LARGE 221( 300)/2480

Jet 4'

MODELP711

PLANNING GUIDE (Displacement Craft):

General - The 291 Jet will give acceptable prcpulsion -efficiencies when used in displacement speed craft with easily driven fine lines (preferred length/beam ratio 5:1 or more) provided only moderate power input is used e.g. up 7.0 150 ..-1p (113 kW). However continuous inputs up to 200 hp (149 kW) can be used where shallow draft and/or very high degree of manoeuvrabilits are the prime requirements.

Flat bottomed craft can be jet propelled at displacement speed but a vee'd bow and/or some deadrise is always preferable.

Do not attempt to drive a displacement speed hull shape beyond natural displacement speed with directly driven jets. A semi-planing or planing hull should be used (refer Page F9). Estimate likely craft speed - refer to "SPEED GUIDE TABLE" Page F6. Plot W.L.L. against low, medium or high resistance and read off likely natural displacement speed.

Determine the power/weight ratio - To reach the crafts natural displacement speed and obtain good manoeuvrability use between

5 hp/ton - for low resistance full displacement shape designs, especially with beam/ length ratios of 5:1 or more; and

15 hp/ton - for high resistance hulls that are poorly shaped for displacement speeds

4. Estimate the boats A.U.W. (approximately).

5. Required total hp = Power/weight ratio.

6. Check that 291 Jet(s) are suitable - For reasonable efficiency and good manoeuvrability the following AUW limits are a guide for displacement speed craft

:-single 291 Jet - 10 tonnes Twin 291 Jet - 22 tonnes

Triple 291 Jet - 45 tonnes

Note however that weight is not as critical for displacement speed craft, speed depending more on hull shape. Thus with easily driven long, narrow boats and barges the above weights can be doubled or even trebled.

If the customers requirements give an AUW outside the above limits then either :-a lighter :-and/or longer n:-arrower bo:-at is required to suit the 291 Jet(s); or larger jet unit(s) are required.

7. Determine suitable engine - refer engine selection tables Page F7. Divide the "Required total hp" by the number of engines to be used to determine required hp of each engine. From the Table of Matching engines for the choosen jet select an engine of hp equal to or greater than that required. Note power input recommendations in 1. above.

NOTE : It may be necessary to select a different model of jet than indicated by the above

planning just to match the customers choice of engine. _{In this case re-check the AUW is} within the capability of this jet or jets.

If the desired engine does not appear in any of the tables consult _{C.W.F. Hamilton & Co Ltd.} 8. More accurate speed estimate - The above planning is a guide to performance. Having

selected the engine and jet combination and finalised AUW etc, a more accurate speed estimate can be made by comparing the boats hull resistance with jet thrust. _{(Refer to} the Owners Manual of selected jet model for thrust data). It may be necessary to consult a Naval Architect to estimate hull resistance for a displacement speed craft.

9. Installation Data - If the above planning gives a suitable solution refer to "INSTALLATION" Page F8.

10. If in doubt - consult C.W.F. Hamilton & Co Ltd.

DESIGN GUIDE

DISPLACEMENT CRAFT

Jetef

MODELP-711

GUIDE TO NATURAL DISPLACEMENT SPEEDS

15 10 KNOTS 5 0 0 10 PERKINS 6.3544X R4 135 Cont. 15 W.L.L. (metres)

SOME COMMON DIESEL _{ENGINES MATCHING 291 JET FOR DISPLACEMENT}

SPEED CRAFT

These are direct drive matchings - a gearbox is not necessary. _{Many other matchings} are possible with engines not listed and also using reduction gearboxes. If in doubt consult C.W.F. Hamilton & Co Ltd.

MAKE MODEL RATING

BAUDOUIN 6010611 Cont. 50( _{68)71500 15/STD 50(}

68)/1505 CATERPILLAR 3304T Cont. _{93( 125)72000 12/STD}

93( 125)12000

3208NA Cont. _{112( 150)12400 9/LARGE}

110( 147)12320

320ST Cont. _{149( 200)/2400}

11/LARGE 146( 195)/2390 DEUTZ F5L 912 Cont. 40( 54)71500 12/SMALL 40( _54)71525

F6L 912 Cont. 48( _65)71500

15/LARGE 47( 63)71485 F6L 413 FR Cont. _{112( 152)72300 9/STD}

112( 152)/2300

DORMAN _{6DAM Cont.}

60( 81)11800 10/SMALL 60( 81)71800 FIAT _{8220M Cont.} 118( 160)/2300 _{10/LARGE 116( 157)/2270} GM DETROIT 4-71 _Cont. 90( 120)/1800 _{15/SMALL 90( 120)/1823} 6V-53 Cont. _{118( 158)72400} 9/LARGE 116( 155)72360

1SUZU UME 120 _Cont.

141( 190)/2200 13/STD 141( 190)/2200

MERMAID Monarch _Cont.

134( 180)72450 9/STD 134( 180)72450 MITSUBISHI 6DBIOM Cont. _{82( 110)/1800}

14/SMALL 82( 110)11800 MWM 0226-4 _{Cont. 32(} 44)/1500 10/LARGE 32( 44)71500 D226-6 Cont. 49( _{66)71500 15/STD 49(} 66)/1500 D232-V6 Cont. _{101( 137)12300} 9/LARGE 100( 135)72250 0232-V8 Cont. _{135( 184)72300} 11/STD 135( 184)72300 NISSAN P0606 _Cont. 119( 160)/2100 _13/STD 122( 166)/2100 LISTED MAX. KW(HP)/RPM 20 MATCHING IMPELLER NOZZLE 25 74( _{99)72000 9/STD} 74( 99)/2000 SABB _{F6.595 TI} Cont. 135( 182)/2450 _9/STD 135( 182)/2450 SCANIA 08 _Cont. 96( 131)72000 _12/SMALL 96( 131)12215 VALMET _{611CS6 Cont.} 120( 163)/2400 _9/LARGE 120( 163)/2400 VOLVO M070C Cont. _{78( 106)72000} 10/LARGE 78( 106)/2000 TMD70C _Cont. 115( 156)12000 15/LARGE 115( 156)72000

NOTE : _{The max. power driving jet}

nay differ from listed max. _{power because} listed max. power can be

gross or nett flywheel or nett shaft (after gearbox) power. DESIGN GUIDE DISPLACEMENT CRAFT

F6-5-85

DIRECT DRIVING JET MAX. KW(HP) /RPM

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MODELM1

INSTALLATION NOTES (Displacement Craft):

The jet unit is installed generally as for planing speed craft.

The jet can be installed completely submersed _{- it does not matter whether} the jetstream exists into air or water.

There must not be any keel, rudder, strakes or other appendages _{for at} least 2m (7') in front of the jet intake.

For hulls with low transom immersion hull modification may be necessary so that the jet can be immersed sufficiently to prime. _{Refer sketches}

below.

DISPLACEMENT SPEED HULLS

-WITH LOW TRANSOM IMMERSION

."Pod" added to hull to mount jet (width of pod 600mm minimum)..

Remove skeg for at least 2m in front of jet intake.

NOTES

Engine should be installed in same position as it would be for a propeller installation or slightly aft of that position, which will improve priming of the jet.

If more keeling is desired twin keels abeam of the int_ _acceptable. (See sketch below).

TWIN ABEAM KEELS 100 ional

Minimum immersion

- Jet mounted with impeller centre-line at waterline. DESIGN GUIDE

DISPLACEMENT CRAFT F7-5-85

Jett/

MODELM1

SEMI PLANING CRAFT

DESIGN GUIDE

SEMI-PLANING

F8-5-85

Semi planing craft generally operate in the 10-20 knot speed region where hull resistance can be very high - often higher than at 25 knots or more. A direct-drive jet or propeller installation will not develop sufficient thrust to be

efficient in this speed range.

With a large reduction ratio gearpox driving a large diameter propeller reasonable propulsion efficiency can be obtained at an acceptable cost.

While using a large diameter jet also driven via a large reduction ratio gearbox would also give acceptable performance the cost is usually too high.

Generally therefore, jets should not be applied in the semi-planing speed region - either use a more powerful engine to achieve clean planing speeds or use much less power at displacement speeds. Should a customer insist on using a directly-driven jet in the semi-planing region consult C.W.F. Hamilton & Co Ltd with all

the relevant data.

EXCEPTION

The exception to this rule is for very long and narrow craft (length/beam ratio over 5:1). _{These do not have high hull resistance in the transition from} dis-placement to planing speeds and thus directly driven jets can be used in these craft in the 10-20 knot region.

Jett/

DESIGN GUIDE

NIC)DEIF771

F9-5-85

MULTIPLE INSTALLATIONS

The guidelines on planning hull shape, weight and speed prediction in the preceeding pages also apply. _{However, for multiple jet unit installations extra consideration must be given} to the possibility of entrained air from the bow wave entering the jet (causing it to slip and loose thrust). This risk is minimised when the jets are mounted as close to the hull centre as possible.

The sketch shows a staggered engine arrangement which can be used for twin or triple installations of wide "Vee" configuration engines.

/1/001.11.11 1.11.1101.

70.r.

The advantages of this layout are

:-Keeps jets close to keel avoiding air from _the bow wave entering the jet.

Keeps centre of gravity lowest in deep _{vee hulls.} Gives narrowest possible engine layout.

Gives better weight distribution fore and aft. Gives improved engine access.

291 JET MOUNTS FLAT TO HULL

REFER TO THE FOLLOWING DRAWINGS

104693 GRP Moulding block is _{provided at no extra cost with jet.} 104696Y Aluminium Intake block is available at extra cost with jet.

105140Y Steel Intake block is designed for _{easy manufacture by the} shipyard but is also available _{at extra cost with jet.}

o

Jet

cr

HULL PREPARATION

moDELF7Ard

_G1-5-85

GRP (FIBREGLASS) AND WOODEN HULLS: _PAGE

Intake Mould Block * 104693

Hull Preparation 104692 _G2

Jet Installation 104691 _G3

ALUMINIUM HULLS

Intake Block * _{104696Y G4}

Hull Preparation 104447 _G5

Jet Installation 104446 _G6

STEEL HULLS

Intake Block * _105140Y

G7

Hull Preparation ₁₀₅₁₄₂

Jet Installation ₁₀₅₁₄₁

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Jeter

MODELKAiv

Refer to relevant installation drawings (see page Gl) for fibreglass or wooden, aluminium and steel hulls.

INTAKE MOUNTING BASE

After preparing the intake mounting block and transom hole in the hull,

prepare the jet unit for installation by removing the _{reverse bucket and} transom seal plate. _{Then fit the jet unit (complete with the intake'screen)into} position in the hull. _{Fit the jet unit from inside the hull passing}

the tail-pipe section out through the transom hole. _{Ensure that the screen is central} in the rectangular hole in the intake block and that the jet looks to be in the correct position in relation to the transom.

For Fibreglass and Wooden Hulls

Using the jet flange as a template, drill _{twenty eight 11.0mm dia holes through} the intake block.

There are four more holes at the rear of the unit that are masked by the jet

unit. _{Scribe through these holes to mark the block.}

Remove the jet unit. grill the 11.0mm dia holes through the marks ensuring that the drill is held at 90 to the top face of the block. _{From underneath the boat counter-sink the 32} holes 18.0 dia x 2.0mm deep using _{a standard 18.0 dia drill (Ref. Installation} Information drawing 104691 for fibreglass _{and wooden hulls).}

For Steel and Aluminium Hulls

Fit the studs provided into the _{tapped holes in the intake base.} Bolting Down

Liberally apply RTV sealant supplied to the top of the intake block and the underside of the jet flange and the bolt heads. _{(For steel hulls only place} -gasket over studs onto intake base, _{install jet unit in place}

over studs and fit insulating bushes). _{Bolt down as shown in appropriate}

installation drawing. Torque 32 nuts to 20 Nm (15 ft. lbs). _{Remove excess sealant from inside and} outside the jet.

JET INSTALLATION G10-5-85

TRANSOM SEAL ASSEMBLY

Place the transom seal assembly over the tailpipe and against the transom and centralise it in relation to the intake. _{Select a drill that just passes}

easily through the holes in the _{transom plate and drill through the holes to} just dimple the transom for hole location.

Remove the transom seal assembly.

Drill the two uppermost plate holes 17.0 dia through (hull skin only). For Fibreglass, Wooden and Aluminium _Hulls

rill 20 holes 9mm dia through _{the transom at the dimpled holes.} For Steel Hulls

)rill 20 holes 6.8mm dia x 25 deep and tap M8 x 1.25-6H x 25 deep. _The transom plate must be totally insulated from the hull by a rubber gasket,

insulating bushes and fibre washers _{fitted to the transom plate mounting bolts.}

3olting Up

...dberally apply RTV sealant supplied _{to transom plate contact}

area on the hull, :he joint face of the _{transom plate and bolt heads.}

Fit transom seal assembly )ver jet and into place against transom.

Fit bolts, washers and nuts _{etc to} :ransom plate as per appropriate _{installation drawing - in particular fit} .nsulating gasket, bushes and _{washers as indicated for steel}

hulls and with .hrough bolt systems install _{with bolt heads to the outside}

of the boat. 7k round the nuts until all _{are torqued up to 12 Nm (9 ft. lbs).}

Ain Seal

Tork continually round the _{nuts until all are torqued}

_{up to 12 Nm (9 ft. lbs).}

efit reverse bucket. _{Install reverse cylinder and}

sender assembly.

Jet ar

JET INSTALLATION

Jetar

MODELK-!11 1

GENERAL

The engine(s) should be installed _{in a position that will give the craft the} most suitable fore and aft trim for the proposed _{boat speed. For}

semi-planing and moderate semi-planing speed craft it _{is likely the engine should be} well forward towards amidships for best _{trim and thus speed. For very high} speed craft it is likely the engine should _{be aft close to the jet unit to} obtain best trim and speed. Follow the recommendations of the boat

designer in this regard or consult C.W.F. _{Hamilton & Co.} MOUNTING

Mount the engine via

_mounting

_{feet fixed to the engine bearers.}

The feet and bearers do not have to withstand

the propulsion thrust load which is

transmitted from the jet directly to the hull. _{Flexible engine mounts will} reduce vibration and noise but these must be used in

_conjunction

_{with a} driveshaft system which does _{not cause a radial}

or side load at the jet coupling as the engine moves. _{Refer 'DRIVESHAFTS' (Pages H2,H3) for}

recommended driveshafts and engine _{installation angles.} COOLING

The 291 jet has a water offtake _{for a 38mm (11/2")}

diameter hose. The offtake provides water at approximately _{lkN per sq.m.}

_{(11/2 p.s.i.)}

at 600 rpm and 240 kN per sq.m. (35 p.s.i.) at full throttle - 350 hp (260 kW). _{The water} may be fed straight to the engine without

a raw water pump provided a) the pressure from the water offtake at idle _{is sufficient to cool the}

engine and b) that the engine _{can withstand the full jet offtake}

pressure. To be sure of sufficient cooling at idle _{the cooling water could be}

taken from the jet offtake, through _{a sand filter (if to be filtered) and}

into the engines raw water pump _{- also provided the engine can withstand the}

full

throttle pressure from jet.

CAUTION - If a gearbox _{or clutch are fitted to the engine then}

a conventional hull water pick-up and _{raw water pump should be used. Ensure}

the pick-up is not directly ahead of the jet _{intake but well to the side}

to avoid turbulent water flow into the jet.

EXHAUST

The exhaust system _{can be any conventional system approved}

by the engine manufacturer except that for the _{operation of the jet in}

reverse, exhaust outlets are best above the _waterline.

GOOD REVERSE THRUST

ENGINE & DRIVESHAFT INSTALLATION

H1-5-85

d

ENGINE SYSTEMS

Wiring, instruments, throttle _{systems are all conventional follow the} manufacturers recommendations.

With the standard two lever _{control system Hamiltons supply the HERC}

reverse lever and the boat builder supplies the seperate throttle system (Refer page 14). With Hamiltons optional single _{lever(throttle and HERC reverse)the throttle}

control is supplied with the _{jet and the boat builder only supplies}

the

throttle cables (Teleflex _{Morse 33C or 43C type) (Refer page 15).}

._;OVERNOR SETTINGS

The "no-load" governor setting (or "high-idle") _{on diesel engines should be} set well clear of the full _{throttle rpm achieved when driving the jet unit} so that there is no chance of _{the governor reducing power (and performance)} at full throttle.

DRIVESHAFT

The driveshaft must accommodate

axial and parallel misalignment without putting significant loads _{on either the jet or the engine.}

A)Universal Driveshaft _{The usual method of coupling the engine, to the jet} is using a slipjointed universal

driveshaft (cardan shaft). The standard 291 jet coupling flange _{matches a 1600 series Hardy Spicer}

driveshaft. An optional coupling flange matches _{the GWB 587.20 series driveshaft.}

The GWB shaft has the larger capacity _{and thus the longer life. Details of these}

...coupling flanges are shown _{on t'le installation drawings in section G.}

A tortionally resilient member _{between the engine and the jet}

unit is desireable to relieve the impeller _{of engine induced vibrations.}

It can

also provide the insulation _{neccessary with a jet from a steel hull.} When used in conjunction with _{a universal driveshaft the resilient} coupling is normally mounted _{on the engine flywheel and includes}

a carrier bearing to support the universal

driveshaft. Such systems are manufactured by Vulkan and Centaflex and

can often be supplied with the engine. _(If using a gearbox attached _{to the engine it is not}

neccessary to use a separate tortionally resilient member).

Adapter plates are neccessary to fix driveshafts to engine _flywheels these are available from Hamiltons at extra _cost.

ENGINE 86 DRIVESHAFT

Jet

INSTALLATION

MODELKI5

Jet

Or

MODELM11

UNIVERSAL ANGLES

The angles on the universal _{joints should be equal and}

in the range of 10 -5o. Angles less than 1o or greater than 5o may cause vibration _{and undue wear.} These angles are the maximum _{resultant angles allowable}

in any plane. Fig's.

1 and 2 assume _{no offset in any other plane. Make}

sure the two centre yokes are in the same plane to avoid

tortional vibrations; when assembled the spline should be _{approximately in the mid travel}

position.

If the shaft needs _{to be longer than the maximum}

recommended by the manufacturer use a two piece _{divided shaft with}

an intermediate fixed

-.. _{support bearing. Universal}

angle arrangements should _{be as for a single} -- piece shaft as Fids.1 and 2.

It _{is wise if the driveshaft(s)}

are as short as possible.

ENGINE INSTALLATION

H3-5-85

Fig 1

Fig 2.

Jet'

MODELM1

B)Tortionally Flexible Driveshafts - Although appearing to provide an attractive solution to coupling jet and engine very few _{tortionally flexible driveshaft} systems are suitable. If such a system is proposed in all _{cases refer to} C.W.F. Hamiltons.

One such system which is suitable is the'Centaflex' _{GZ type. This utilises} a flexible element and spigot carrier bearing at _{each end of the shaft}

assembly. _{Centaflex or Hamiltons should still be consulted with full details} for a tortional vibration check.

FLYWHEEL ADAPTOR

Centaflex GZ Driveshaft Assembly

(Adaptors available at extra cost from C.W.F. Hamiltons) --ORTIONAL VIBRATIONS

It is advisable to check for _{tortional vibrations especially if}

a universal driveshaft is used without a tortionally _{resilient member or gearbox in the} driveline. These calculations _{are normally undertaken by the engine}

supplier who will need the _{moments of inertia data}

below:-180 YPES 9,10,11,12 4 Bladed Impeller) [ = 9.18 kg p = 0.067 kg m2 90 GZ ASSEMBLY Water Lube rubber bearing 494 172 Stainless steel type 316 shaft 448 ENGINE INSTALLATION COUPLING ADAPTOR ---JET COUPLING Angular contact ball bearing. 117 H4-5-84

TYPES 13,14,15 COUPLING _SHAFT

(5 Bladed Impeller)

M = 10.07 kg _{M = 4.743 kg M = 9.003 kg}

Hamilton

Jetar

MODELFqfil

STEERING

The steering mechanism on the 291 Jet is _{balanced so that power assisted} controls are not necessary even for multiple jet units. (Torque required at steering arm with full throttle and full lock _{is 68 Nm or 50 ft lbs).} While push-pull cable systems _{can be used a manual hydraulic system is}

recommended for the best results.

I. _{Push-Pull Cable Systems:}

Use a heavy duty "rotary" _{or "rack and pinion" system complete with}

an

inboard mounting transom anchor kit.

Examples are

(a) _{All countries except the USA}

:-Teleflex-Morse D290 rotary system. Flexatrol Safe T or Big T systems.

Ultraflex T57 or T59 rack and pinion systems.

Teleflex-Morse Command 200 _{or 401 rack and pinion systems.}

(B) USA

:-Morse Command 2 system.

Teleflex Inc. Safe T of Big T systems. Equivalent systems.

2. _{Manual Hydraulic Systems:}

Select a short stroke _{system complete with inboard mounting}

transom anchor

kit

( A) _{All countries except USA}

:-Flexatrol Syten Hydraulic Steering system (Models HC554 and _HC556). Teleflex-Morse 3000 system. (Use _{303600 helm plus 303732 cylinder}

with -5" lines).

Hynautic (Australia) system. Hydrive (Australia) system.

Wagner (Canada) 700 or N systems. (Use B2 helm plus N40-120 _cylinder).

(B) USA

:-Morse manual hydraulic system.

Teleflex Inc. manual hydraulic _system.

3. Number of Turns _{on Steering Wheel:}

CONTROL SYSTEMS STEERING

11-5-85

Between

lk

and 11/2 _{turns of the steering wheel from}

hard port to hard starboard is recommended with the 291 _{jet. A greater number of}

turns

.

will reduce sensitivity of _{steering during low speed}

Connecting the steering cylinder or push-pull cable into the lOmm (3/8") diameter hole already drilled in the steering tiller _{should give the} correct number of turns of the steering wheel with systems listed above. If not another hole should be drilled in the steering tiller in a smaller or larger radius as required.

Note that arranging

lk

to 11/2 _{turns of the steering wheel means that only} part of the available stroke is used with the steering _{systems listed above.}

JET STEERING ARM

Single Jet Installations

A 400mm (16") diameter steering wheel is suitable.

Twin Jet Installatons

Steering Arm Connections

A 500mm (20") diameter steering wheel is suitable. Connect the steering push-pull cable or hydraulic cylinder directly to the 10mm (3/8") diameter

'le in the steering tiller of one of the jets. _{Connect the steering tillers} the two jets with a swivel ended tie rod. The tie _{rod should have}

adjustable length so that the steering of both jets can be accurately adjusted to be centred at the same time. A 3mm (1/8") _{diameter pilot hole} is drilled in the top of each steering tiller. Drill _{these holes to larger} size to suit the tie bar pivot pins and fix tie bar _{at these holes. Lost} motion through the imperfect geometry of this _{system is not important.}

25' EXAMPLE SHO.N

View Looking Aft On Transom

Lost motion throuqh

imperfect geometr,,

an be iunored

cA

,:awlvel End Tt Rod

STEERING TIE ROD (Twin jets only) Drill holes in steering

arms to suit tie rod ends. TELEFLEX-MORSE D345

CABLE OR 3000 CYLINDER

manual Hydraulic -tverinu Cylinder

Jets Mount Flat to

Hull CI,Adriso Anqle

Jet OF

_{CONTROL SYSTEMS}

:.:.3EVERSE CYLINDER

Hamilton

Jetalr

MODELP711

Triple Jet Installations

a 600mm (24") diameter wheel is suitable. Connect the steering push-pull cable or hydraulic cylinder directly to the 10mm (3/8") diameter hole in the steering tiller of the centre jet.

Arrange swivel ended adjustable length tie rods from the centre jet to each of the side jets, drilling out the 3mm (1/8") diameter pilot holes in the steering tillers for the tie rod connection points.

Adjust tie bar lengths so all jets steering deflectors are centralised together.

Lost motion through the imperfect geometry of this system is not important. Multiple Station Control

Use the multi-station control system offered with the _{steering system} selected.

REVERSE

Operation - Reverse by the 'Hamilton Electronic Reverse Control' (HERC) system. The schematic diagram below shows the main components of this system,.

HERC CONTROL LEVER

CYLINDER SENDER

REVERSE DUCT

ELECT RO - HYDRAULIC POWER UNIT (EHPU)

TRANSOM HYDRAULIC HOSES ELECTRICAL CONNECTIONS CONTROL SYSTEMS STEERING & REVERSE

13-5-85

'Stern'

CONTROL SENDER

'Ahead'

The system is essentially a 'follow-up' _{system - the Reverse Cylinder} following movement of the Control Lever.

The HERC Control Box senses the position of the HERC Control Lever and compares it with the position of the Reverse cylinder. If the _positions don't coincide the HERC Control Box starts the EHPU causing oil to flow

and move the reverse cylinder. When the cylinder position does coincide with the HERC Control Lever position the _{control box 5witches the EHPU}

off.

HERC CONTROL BOX (Mounts under dash)

Jetar

MODELM1

REVERSE - Contd

The system has been thoroughly tested and refined giving exceptional reliability and unsurpassed manoeuvring control.

Full installation instructions are included in a separate HERC Manual.

Note when ordering - the HERC Control Box can be connected to 12 or 24V D.C. supply without adjustment but the EHPU must be ordered 12 or 24V to suit voltage used on boat. All equipment for single station control, except external wiring, is included with the jet. See page 15 for dual station control.

The EHPU is best mounted just above the jet with the vent/filler

upper-lost. This way air in the system is automatically bled back to the eservoir and vented.

TWO LEVER CONTROL SYSTEMS (Separate throttle and reverse controls)

C.W.F. Hamiltons provide the Reverse Control Lever(s) but the boat builder (or C.W.F. Hamilton if desired) provides a separate and independant

throttle system for the engine(s). This system is recommended for best manoeuvrability using the techniques described in section K.

Single Jet Reverse Controller Standard supply is one 104564SY with each jet unless optional

controls are requested. The controls can be mounted -alongside one another for -,aultiple jets but must all

face the same direction.

Twin Jet Reverse Controller (One control lever for twin jets)

-Because full steering control is maintained at all positions of the Reverse (including at zero speed)

it is not necessary to have one control ahead and one control astern to turn on the spot. Merely

turning the helm achieves the same manoeuvre. Thus the simple alternative of having one

Reverse lever controlling both jets in unison is possible without loss of manoeuvring control.

104552SY

CONTROL SYSTEMS

REVERSE

Hamilton

Jet er

MODELP711

SINGLE LEVER CONTROL SYSTEMS (Combined throttle and Reverse Control) The HERC system is fitted on a Teleflex-Morse MT2 single lever control so

that the control operates throttle and jet reverse in the same way as the control would operate throttle and gearshift for a propeller driven craft. The boat builder supplies the throttle cables (33C or 43C as required). No reverse shift cables are required, the HERC system achieving this electrically.

The manoeuvring control with this single lever system is not as good as is possible with the standard two lever (separate throttle and reverse) control. However installation of an extra throttle idle advance control

(such as the Teleflex-Morse VC control) gives the single lever system virtually the same manoeuvring ability as the two lever system.

A) Single Engine/Jet Control MULTIPLE JETS

The complete HERC system is repeated for each jet _{with the exception that} the control levers may be integrated _{as outlined earlier in this section.}

DUAL STATION CONTROL

Equipment for single station control is included with the jet. However the HERC Control Box accommodates single or dual station control by changing a pull out switch on the circuit board (full details given with _{the HERC} Control Box).

Extra items required are (1 set per jet):-Dual station kit 105030

This includes an illuminated push button for each _{station (operation} of the button indicates selection of control at that station by

illumination of the buttch) and _{an extra HERC operating lamp for the} second station.

Repeat Reverse Control Lever(s) for the second station. 105125SY

B) Twin Engine/Jet Control

CONTROL SYSTEMS

Jet alr

MODELK?i

C.W.F. Hamilton & Co. Ltd. have taken _{precautions during manufacture and} assembly of the jet unit, by using materials _{that are resistant to salt} water corrosion and by placing anodes in the _{most effective places on the} jet. The unit however, is still vulnerable _{to the actions of the person} who fits the propulsion systom into the hull _{and to the actions of his} electrician.

One of the major causes of corrosion of _{metal parts in salt water,} particul-arly impeller, is stray currents emanating _{from the vessel's electrical}

system. These currents can be very small, often _{defying detection, but} acting over a considerable period _{can cause heavy corrosion. A protection}

- method for the jet unit depends

on the hull material of the boat. Therefore, BOATS USING HAMILTON JET UNITS AT _{SEA SHOULD BE BONDED AND WIRED AS FOLLOWS:}

A)ALUMINIUM, GRP, WOOD HULLS (OTHER THAN STEEL) :

1. _{Bonding System}

(Refer diagram page J3)

PRECAUTIONS AGAINST _CORROSION

The bond strip and connecting _{wires should be aluminium}

or copper of at least 14.5 sq.mm. _{cross section area (e.g. 5mm dia.)}

to give very low (e.g. 0.01 ohm) electrical _{resistance. All junctions should preferably} be welded, but if bolted, _{should be clean, have a good}

contact, and be regularly inspected. The bond _{wire or strip which runs fore and}

_at

down the hull, should be kept _{clear of bilge water where possible, and}

connected to:

The engine frame (the engine _{must have a negative earth).} The jet unit casing.

All anodes attached _{to the hull.}

The fuel tanks and _{any other major metal items.} Casings of all major items of electrical _equipment In the case of a wood _{or fibreglass hull, to an external}

earth place arE-a of the hull bottom which is _{always under water.}

In the case of an aluminium _{hull, to a connection welded}

to the hull in an area where the hull _{is always touching}

water.

Directly to the NEGATIVE pole _{of the battery.}

2. _{Electrical Wiring System}

Every part of the electrical _{system should use TWO wires,}

positive and negative, i.e. the negative _{must not run through the frame}

of any major unit, through the hull of the _{boat, or through the bonding}

system. That is to say, do not use _{an EARTH return system.}

Cont..

Jeter

MODELKti

For example, the negative to the _{starter motor should be separate large} section cable from the negative pole of the _{battery, to the holding} bolt of the starter motor, and NOT _{to an engine bolt somewhere near} the starter.

Radio, Transceivers, Depth Sounders and _{other electrical auxiliaries} Batteries, radio transmitter _{or other electrical equipment should NOT} be earthed to the jet unit.

Be guided by your radio technician, _{but in general these systems should} either be entirely insulated i.e. _{separate insulated alternator,}

separate batteries etc., or the _{system should be incorporated in the} bonding system but with _{a separate earth plate well removed from the} bonding earth strip and from the _{jet. The metal used for the separate} earth plate must be compatible with _{the bonded earth strip metal and} the hull material.

Zinc Anodes

The casing of the jet unit _{is electrically connected to the jet}

unit

anodes. The anodes, which _{are zinc blocks, are fixed to various}

parts of the jet unit below the _{water line. If the a.lodes are being eaten} away they are providing protection.

They should be inspected and replaced when half consumed. _{Further anodes should be fitted}

on the hull, sufficient for hull _{protection, (see diagram page J3).}

In Service Checks

In service, two items should be _inspected

regularly:-The bonding system - for loose or corroded connections and test to ensure that electrical resistance is _{still low.}

All anodes _{- if any are more than half-eaten}

away replace them with

-a new -anode.

Anti-Fouling Paint

Keep stainless steel clean. _{Only use tin-based anti-fouling}

on the unit. Do not use any paint

containing copper as this could _cause corrosion of the jet unit.

Impressed Current Protection

Impressed current protection _{may be used if desired. Follow the} Suppliers instructions.

Cont..

PRECAUTIONS AGAINST CORROSION