Instruction manual Kamewa waterjets

Kamewa FF375S

FF-series
Instruction manual Kamewa water jets

Table of Contents
Preface
................................................... .............................. 3 3 About the instruction manual

1. Safety instructions
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 Driving the boat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 Maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 8

2. Introduction to the FF-series

2.1 Water jet unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.2 The control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3. Operating the boat

3.1 3.2 3.3 3.4 3.5 3.6 Maneuvering the vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating in shallow water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating through otsam and seaweed . . . . . . . . . . . . . . . . . . . Operating in heavy seas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control system calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 42 44 45 46 49

4. Starting and stopping

4.1 4.2 4.3 4.4 Before starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting the engine and the water jet unit . . . . . . . . . . . . . . . . . . After starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stopping the engine and water jet unit . . . . . . . . . . . . . . . . . . . . . 53 53 54 55

5. Maintenance instructions
5.1 Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 5.2 Laying up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 5.3 Fault-tracing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

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Instruction manual Kamewa water jets

6. Removing and installing

6.1 6.2 6.3 6.4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools for removal and installation . . . . . . . . . . . . . . . . . . . . . . . . . . Removal instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 72 74 95

7. Technical information
7.1 7.2 7.3 7.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended lubricants and sealants . . . . . . . . . . . . . . . . . . . . Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 123 124 125

8. Spare parts
8.1 Ordering spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 8.2 Spare part series 1, 5000h of operation or 1-2 seasons . . . . . 128 8.3 Other spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

Glossary

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

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Instruction manual Kamewa water jets Preface

Preface
Thank you for choosing us as the supplier of the water jet unit for your boat. It is the responsibility of the operator to ensure that the water jet unit is handled and cared for in a safe and correct manner. Therefore you should read the instruction manual thoroughly so that you learn how to operate the controls and other equipment safely before casting off for the rst time. In particular pay special attention to the safety information. To obtain trouble-free operation with low wear the water jet unit must be maintained and stored in accordance with these instructions. To avoid personal injury and damage to the equipment, follow the instruction manual when operating, servicing and maintaining the water jet unit. Rolls-Royce accepts no responsibility for any damage that occurs as a consequence of work carried out by non-authorized personnel. Please feel free to contact Rolls-Royce if you have any queries regarding this equipment. We wish you success with the new water jet unit.
1998-2006 Rolls-Royce Oy Ab. We reserve the right to make changes.

About the instruction manual

In the instruction manual you will nd safety information, a general introduction of the water jet unit, the basic theory for maneuvering a boat with a water jet unit, the main maintenance instructions, technical data and a spare parts catalogue. Finally there is also a glossary containing the most common terms. You will nd enclosed drawings and documents in section DRAWINGS. Always have the instruction manual close to hand. Store it in a safe place and do not forget to hand it over to the new owner if you sell your boat.

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Preface Instruction manual Kamewa water jets

Rolls-Royce Oy Ab

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Instruction manual Kamewa water jets Safety instructions

1. Safety instructions
1.1 General
Read this chapter very carefully. It concerns your personal safety. This chapter describes how the safety information in the manual is presented. There is also an overview of basic boating safety for boating and care of the water jet unit.

Warning!
If these instructions are not followed, there is a risk of personal injury, serious damage to the product or property or major operating faults.

Caution!
Draws attention to factors that may cause damage to the product or property, or operational faults.

NOTE!
Draws attention to important information that facilitates maintenance or operation.

1.2 Driving the boat

The new boat Caution!
Carefully read the instruction manual and other information supplied with the boat. Learn how to safely handle and operate the engine, controls and other equipment. If this is your rst boat or you are inexperienced with this type of boat, we recommend that you practice maneuvering the boat in a quiet and calm area. Make sure you learn the handling characteristics of the boat at different speeds, water and load conditions before casting off on your rst real trip. Remember that according to the law, anyone in charge of a boat is required to know and follow all trafc and safety rules and regulations at sea. Check which regulations apply to you and the waters in which you will be sailing by contacting the relevant authorities or marine safety organisation. It is a good idea to take a mates course. We recommend that you contact a regional boating or marine safety organisation for information about suitable courses.

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Accidents and near misses Caution!

Statistical evidence clearly demonstrates that insufcient maintenance of boats and engines, and a lack of safety equipment are the major cause of accidents and near misses on the water. Ensure that your boat, engine and water jet unit are maintained according to the instructions in the relevant instruction manual and that all essential safety equipment is on board and functional.

Safety switch Caution!

We recommend that you install and use a safety switch, especially if your boat is capable of high speed. The safety switch stops the engine if the pilot falls and/or loses control of the boat.

Daily check Caution!

Make a habit of carrying out visual inspections prior to operation (before starting the engine) and after operation (after the engine has been stopped). This will help you to quickly identify potential leaks or other abnormalities.

Caution!
Check that the impeller shaft rotates freely.

Caution!
Check the oil level in the hydraulic tank.

Before starting for the rst time Caution!

Check that there are no foreign objects in the inlet duct or impeller housing.

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Instruction manual Kamewa water jets Safety instructions

Maneuvering

Warning!
The braking effect is extremely powerful if the reversing bucket control is shifted to full reverse when driving ahead at high speed. Avoid heavy and sudden steering and ahead/astern maneuvers. There is a risk of those on board falling down or overboard. If full steering lock is applied at high speed the boat will turn sharply. This produces high side forces and may cause personal injury and equipment damage. Never drive close to bathers or in areas where it is reasonable to expect that there may be people in the water. Take care when maneuvering in harbours for example. Because of the power of the water expelled by the water jet, injury can be caused even when maneuvering at low speeds. The suction in the inlet duct presents a risk to people and objects in the water under the boat and close to the inlet opening. There is a danger that these may be adhered to the inlet duct and cause major damage or suffer serious injury. It is the responsibility of the captain/operator to ensure that the area around the inlet opening is clear of people or objects.

While driving

Warning!
Never loosen the anodes located inside the boat or the inspection hatch when the engine is operating.

Warning!
If the water jet unit disengages or the engine stalls while driving, there is no steering or drive force and the boat cannot be maneuvered.

After driving Caution!

When the boat is not in use, the reversing bucket of the water jet unit must be in the full ahead position so that the piston rod is inside the cylinder. This is to protect the piston rod from corrosion and fouling.

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Safety instructions Instruction manual Kamewa water jets

1.3 Maintenance work

Prior to maintenance Caution!
There are directions for safe and correct maintenance and service procedures in the instruction manual. Read through them carefully before beginning work. Never attempt an operation if you are not completely condent of how to do it. Contact Rolls-Royce if necessary. Undertaking any work envisaged by this document may either directly or indirectly create risks to (1) the safety and health of the person undertaking the work or (2) the water jet unit and/or its components whilst the work is being undertaken. It is the responsibility of the user to ensure that appropriate controls and precautions are identied and applied in relation to the work envisaged by this document in accordance with relevant statutory, legal and industry requirements to protect the health and safety of the persons undertaking the work. It is also the users responsibility to ensure that appropriate controls and precautions are identied and applied in relation to work envisaged by this document to protect against risks to the water jet unit and/or its components whilst the work is being undertaken. Neither this document, nor its use, in any way absolves the user from their responsibility to ensure that the controls and precautions referred to above are implemented. If, whilst undertaking any work envisaged by this document, you become aware of any Rolls-Royce product design related feature which could create risk to a person undertaking work or to the water jet unit and/or its components please contact After Sales department at Rolls-Royce Oy Ab immediately. It is the users responsibility to make all relevant hazard identications and risk assessments of all the activities associated with the use of this document. It is the users responsibility to design and implement safe systems of work and to supply safe equipment (including, without limitation, safety equipment) and training (including, without limitation, health and safety training) to anyone using this document to work on products to which it relates.

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Instruction manual Kamewa water jets Safety instructions

A user without the relevant experience of working in accordance with this document or with products, or similar products, to which it relates should seek appropriate advice to enable them to identify the appropriate health and safety controls and precautions and controls and precautions to protect against risks to the water jet unit and/or its components whilst work is being undertaken. Technical assistance can be sought from Rolls-Royce and will be subject to Rolls-Royces terms and conditions.

While carrying out maintenance work

Warning!
Never work alone when removing or installing heavy components, even when using the safe lifting equipment such as lockable pulleys. In most cases two people are required when working with lifting equipment; one to operate the lifting equipment and the other to ensure that all components have sufcient space to move freely so that they are not damaged during the lift.

Warning!
Make it impossible to start the engine by disconnecting the electrical system. Secure a warning sign on the instrument panel - Maintenance work in progress!

Warning!
The intermediate shaft should only be adjusted with the engine stationary.

Warning!
Never loosen the anodes located inside the boat before checking that the water level is lower than the anodes. The boat may sink if water can enter the boat through the anode opening. Never leave the anodes loose when the boat is in the water.

Warning!
The water jet unit hydraulic system operates under extremely high pressure. This pressure may be high even when the engine is not operating. Always take great care when opening nipples. Carelessness can result in injury. In addition, the oil may be hot and cause scalding.

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Safety instructions Instruction manual Kamewa water jets

Warning!
The chemicals used (for example sealant and thread sealant) can cause skin irritation. Follow the safety instructions on the product packaging.

Warning!
Use only components manufactured or approved by Rolls-Royce. Remember that components that appear identical to approved components may not full the requirements.

Warning!
Ensure clean conditions and take great care when installing.

After maintenance Caution!

The water jet unit must not be operated dry, since the rubber bearing and the mechanical sealing require water lubrication.

Caution!
The tightness of the bearing tensioner nut should be checked after approximately 30 hours of operation and should be re-tightened if necessary.

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Instruction manual Kamewa water jets Introduction to the FF-series

2. Introduction to the FF-series

2.1 Water jet unit
Main components of the water jet unit

Kamewa
Rolls-Royce Oy Ab, Finland Type: Unit number: Date (month / year):
/ -

12 11 10 13 14

9 8 7

6 5 4 3

2 1

1. Reversing bucket 2. Steering nozzle 3. Guide vane chamber 4. Impeller 5. Impeller housing 6. Steering shaft 7. Inlet duct 8. Anode hatch
Figure 2-1. Main components of the water jet unit.

9. Bearing housing 10. Inspection hatch 11. Reversing cylinder 12. Serial number plate 13. Oil dip stick 14. Shaft flange

NOTE!
Refer to the enclosed assembly drawing for more information about the water jet unit components.

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Introduction to the FF-series Instruction manual Kamewa water jets

Description of function
Water enters through the inlet duct. The base plate of the inlet duct is positioned at against the hull of the boat. Water enters both as a result of the movement of the boat and due to the action of the impeller, which sucks it in. At low speeds, most of the water is sucked in, while at higher speed most of the water is pressed in. The pump is said to be operating at heavy or light load. Inside the inlet duct the speed of the water slows, causing the pressure to increase. There is a further increase in pressure above the impeller until the guide vanes in the guide vane chamber eliminate the rotation of the water ow. This maintains the energy generated by the rotation. The ow of water then accelerates via the guide vane chamber and the trim nozzle (which is located on the end of the guide vane chamber) and out in to the air. It is the difference between the ingoing and outgoing speeds which generates thrust. This can be explained using the impulse law:

where T thrust (N) water density (kg/m3) Q volumetric ow (m3/s) Vout average speed out (m/s) Vin average speed in (m/s)

Function of the reversing bucket

The ahead/astern movement of the boat is controlled with the reversing bucket. The reversing bucket is innitely variable between three main positions to obtain the speed and control needed for different maneuvers.

1. Full ahead position When driving full ahead the reversing bucket is in its upper position, i.e. completely raised. The jet of water is now unaffected by the reversing bucket and thereby the maximum ahead thrust is obtained.

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Instruction manual Kamewa water jets Introduction to the FF-series

2. Zero thrust position At the zero thrust position the reversing bucket deects the major part of the jet of water in a forward/downward direction, while the remaining part of the jet of water passes straight backwards. The forces are equal, and the boat is neither moving ahead nor astern. Zero thrust is obtained when the reversing bucket is lowered about 70%. 3. Full astern position At full astern position the reversing bucket fully deects the jet of water in a forward/downward direction, i.e. the boat is reversing.

Function of the steering nozzle

Sideways movement of the boat is controlled by the steering nozzle. There are three main positions with innite variables in-between:

1. Full steering lock starboard Full steering lock starboard means that the steering nozzle is turned 30 to starboard side. Due to the de ection of the jet of water a side force is generated which turns the boat to starboard. 2. Steering nozzle straight When the steering nozzle is straight the jet of water is unaffected, which means that the boat will move straight ahead, or astern, depending on the position of the reversing bucket. 3. Full steering lock port Full steering lock to port side means that the jet of water is deected to port and the generated side force turns the boat to port.

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Introduction to the FF-series Instruction manual Kamewa water jets

Advantages
General water jet unit advantages to a propeller installation:

As a rule of thumb, the water jet unit gives higher overall efciency, in comparison with a corresponding propeller installation, at speeds exceeding 25 knots. Superior maneuverability at all speeds. No underwater appendages which results in shallow draught and safe operation. No risk of overloading the engine, low noise and vibration levels. This means longer service life and low maintenance costs. High thrust at low speeds, giving fast acceleration.

Competitive advantages of the FF-series over other water jet unit manufacture:

Lightweight and tough. Fabricated in aluminium and with thorough strength calculations. Easy installation. Delivered painted and complete with a structurally dimensioned inlet duct for easy installation by means of bolting or welding. The water jet unit can be welded directly to a aluminium boat. Easy service and maintenance. Wear parts are easy to replace without any special tools. Low risk of damage. Best corrosion resistance. Fabricated of marine aluminium. Impeller housing is lined with polyurethane to minimize wear and corrosion.

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Instruction manual Kamewa water jets Introduction to the FF-series

2.2 The control system

General
Vector stick is a joystick controlled thrust vectoring system designed specifically for small and medium sized craft. All propulsion devices are integrated into a single joystick such that joystick movements correspond to exact vessel movements. The vector stick system integrates control of water jet steering and reversing functions and engine speed in such a way that translation and rotation commands are as simple as moving the stick in the direction you want the vessel to move and turning the helm in the direction you want the vessel to rotate. The system can be congured for a twin or single water jet installation. The basic system, which includes all necessary functions, can be expanded with a number of standard options in order to t the actual installation. The control system requires 24V DC for operation.

Basic functions
The remote control system is used to control the steering nozzle angle and the reversing bucket position of the Kamewa water jet system, along with RPM of the main engines. The steering nozzle angle determines the port/starboard direction of ow from the water jet, which in turn, induces a turning moment to the vessel in the direction that the nozzle is pointing. The reversing bucket position determines the amount of the total waterjet ow that is deected ahead, which in turn, induces a proportional reversing force. The engine RPM relates to the power output of the water jet and the thruster RPM relates to the magnitude of transverse thrust applied at the bow. Maneuvering is performed from a control station equipped with the two basic control devices; an electronic helm and a two-axes joystick. If supplied, additional devices such as control levers and steering tiller may also be used to maneuver the vessel.

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Introduction to the FF-series Instruction manual Kamewa water jets

System architecture

Figure 2-2. The system architecture of a basic twin jet installation

Each system requires a single control box. The control box is a sealed enclosure that contains the electronics and software required for positioning the steering nozzle and reversing bucket as well as controlling the bow thruster and engine RPM. The control box is typically located in the pilothouse or console.

Figure 2-3. The system architecture of a basic single jet installation

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Instruction manual Kamewa water jets Introduction to the FF-series

The standard conguration requires a helm and a two-axes joystick. No other controls are necessary, as all three control axes (for-aft, transverse and rotation) are mapped directly to vessel motion. For added versatility, however, separate control levers are offered as an option. Other options such as clutch control and waterjet and engine backup systems are discussed in the sections below.

Main components

Figure 2-4. A basic control station

The standard scope of supply for the basic system consists of the following main components:

Control box Two-axes joystick Steering helm Feedback assemblies Cables

NOTE!
Refer to the enclosed system diagram for information about the specic conguration of your application.

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Introduction to the FF-series Instruction manual Kamewa water jets

Optional equipment
In addition to the earlier mentioned basic components necessary for a functional control system, the system can be expanded with a number of additional components/functions.

Additional control station:

Two-axes joystick with steering wheel provided with cables.

Clutch panel
Engage, disengage, and backush control for each engine, as well as safety interlocks and LEDs indication of clutch status.

Steering tiller
Single axis transverse control lever used for steering control as an alternative to the steering wheel.

Separate control levers

Separate control levers incorporate the control of port and stbd reversing buckets into each respective lever while also controlling RPM.

Backup panel
Separate complimentary system providing a simple non-follow up (twoaxes jog levers directly connected to the hydraulic valves) control if the main remote control is faulty.

Engine backup panel

Separate complimentary system which enables control of the engine RPM by means of a simple knob in the case of an electronically driven engine. The speed signal generated by a rotary knob goes directly to the electronic governor and is isolated from the automatic system by the auto/backup switch.

Indication panel
Separate system for indication of the steering nozzle and reversing bucket positions. The positions are shown with analog indicators.

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Instruction manual Kamewa water jets Operating the boat

3. Operating the boat

Operating the boat with water jet units is different from operating a boat with propellers. Read this chapter carefully before casting off on your rst trip.

3.1 Maneuvering the vessel

The vector stick control system has been designed so that all maneuvers, both high speed transiting and docking, can be executed intuitively.

Cruising/transiting
In transit mode, imparting forward and aft thrust to the vessel is accomplished via the joystick. When cruising above 5 knots while using the joystick, it should be locked in the transit mode position (Figure 3-1). When locked in this position, the joystick is only allowed to move in the fore-aft direction (along the Y axis), and reversing buckets and engine RPM are controlled together (that is, the bucket position and engine RPM are kept the same between port and stbd water jets). For joystick operation, a programmed relationship between the bucket position and RPM is implemented such that the lever position is proportional to the thrust imparted to the vessel. When ordering a thrust magnitude with the lever, the system simultaneously generates a main engine RPM command and a reversing bucket command.

Figure 3-1. Transit mode joystick positions

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Operating the boat Instruction manual Kamewa water jets

When the joystick is in its center detent position, the engines are set at idle and reversing buckets are set to a position (neutral bucket) giving equal ahead and astern thrust, resulting in zero thrust. Steering of the craft is accomplished by rotating the steering nozzles from side to side. Steering nozzles and hence the craft heading are controlled by movement of the electronic tiller. When transferring from docking mode to transit mode, the joystick must be placed in the center detent position and the mode selection button must be pressed. When the mode status LED changes from ashing to solid, the system is in transit mode.

Integrated interceptor steering

When the vessel is underway at cruising speed in transit mode, the control system deploys the interceptors to assist in the steering of the vessel. When steering to stbd, the stbd interceptor deploys downward and the port Interceptor retracts upward. Likewise, the port interceptor deploys downward when steering to port, while the stbd interceptor retracts upward. During the control system commissioning, calibration of the integrated interceptor steering parameters is undertaken to optimize the performance characteristics for the application. Under the following conditions, the position of the interceptors is not inuenced by the helm: 1. Operating at slow speed. 2. Operating the vessel in docking mode.

Maneuvering/docking
When maneuvering at slow speeds or docking, the control system should be transferred to docking mode (see Figure 3-2). In this mode, the joystick is allowed to move freely along the X and Y axes, and steering nozzles, reversing buckets and engine RPM are individually controlled such that a net thrust is imposed at the vessel centroid at a magnitude and direction that corresponds to the joystick position. To enter the docking mode, rst bring the joystick to its center position and then rotate the locking switch to docking position.

NOTE!
A safety interlock prevents the system from entering the docking mode if the joystick is not in the center position.

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Instruction manual Kamewa water jets Operating the boat

In the docking mode, the vessel translation is controlled by the joystick position along the X and Y-axes, and the turning moment is controlled with the helm/tiller, similarly to steering maneuvers in transit mode. Once the X-axis locking mechanism is released and the joystick is moved out of the center X-axis position (sideways), the system automatically transfers from transit mode to docking mode. When in docking mode, the green status LED ashes slowly at 1 second intervals.

Figure 3-2. Docking mode thrust ahead

Important: The operation and functionality of the second station joystick is the same as with the primary operating station; the only difference being that there is no locking mechanism to inhibit sideways motion of the joystick when operating in transit mode. The locking mechanism is not provided for installations which are exposed to the weather, as it is not protected against moisture penetration. As indicated above, a safety interlock prevents the system from entering docking mode if the joystick is not the center position. For example, if the joystick is at any point along the Y-axis (fore/aft) and the joystick lever is moved sideways, the system does not enter the docking mode. If while in docking mode, a) either of the outboard clutches is disengaged, or b) a fault exists with any reversing bucket or steering nozzle sensor, the following takes place: 1. A control system alarm output is generated. 2. The LCD display indicates the applicable fault. 3. Sideways vessel translation is inhibited (x-axis movement of the joystick will have no effect on thrust imparted to the vessel), while fore/aft movement of the joystick remains functioning normally (that is, fore/aft thrust imparted to the vessel is proportional to handle position).

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Operating the boat Instruction manual Kamewa water jets

Alongship movements
Alongship movements are obtained by moving the joystick lever ahead/astern (direction 0 or 180 ). There is a relationshi p between the reversing buckets and engine RPM. The thrust generated is dependent on the magnitude of the joystick lever movement. For small lever movements the system works only with the position of the reversing buckets, but if more thrust is ordered, the engine speed increases as well.

Transverse movement
Transverse movement of the vessel is achieved by moving the joystick in the direction of desired thrust. The thrust generated is dependant on the magnitude of the joystick lever movement (direction 90-th rust to port, see Figure 3-3). In order to develop a pure translational force (no rotation), each water jet is placed in its optimum position (determined during calibration) and operated to achieve the desired transverse motion. Changes in magnitude and direction are controlled by varying the bucket position and engine RPM of each water jet. To compensate for alongship forces/movements imposed by outside forces such as wind and currents, the joystick can be moved slightly in the direction opposite of the disturbance. Accordingly, any unwanted rotational disturbances can be compensated for by movement of the electronic tiller.

Figure 3-3. Docking mode Thrust to port

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Instruction manual Kamewa water jets Operating the boat

Rotation
In all conditions, rotation is controlled through movement of the electronic steering tiller. Whether thrusting ahead, astern or transversely, adding or subtracting small amounts of steering nozzle motion superimposes a small turning moment. The additional nozzle displacement is increased as the required moment increases. Pure rotation is obtained by maintaining the reversing buckets at the neutral position and turning the nozzles. In both transit and docking modes, this is accomplished by movement of the steering tiller with the joystick at its neutral thrust position. Small tiller adjustmentsl translate to small heading changes, and large adjustments translate to large heading changes.
Single water jet Twin water jet

Steering wheel turned to port

Steering wheel straight

Steering wheel turned to port

Steering wheel straight

Full ahead

Zero thrust

Port thrust

Full astern

Figure 3-4. Single and twin jet maneuvers

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Operating the boat Instruction manual Kamewa water jets

Braking
Braking is very different from braking with a propeller boat. Using the reversing bucket, which can be maneuvered from full ahead to full astern in 3 seconds, it is possible to apply astern thrust at the beginning of the breaking sequence while the boat still is travelling ahead. This will give a shorter braking distance, but also very high breaking force which has to be considered in order to avoid personal injury and material damage. Emergency braking should therefore only be used when necessary.

Emergency braking
1. Set the lever to full astern. 2. Maintain full astern position until the boat has slowed down (almost stopped). 3. Gradually decrease the thrust, so that zero thrust is ordered when the boat has stopped. While braking, the steering characteristics of the boat is changed and the boat becomes much more sensitive to steering wheel movements. Therefore it is not recommended to steer the boat except for keeping the course.

Warning!
The forces involved in emergency braking can cause personal injury and material damage. When emergency braking is not necessary a regular stopping of the boat should be performed.

Slowing down and stopping

1. Gradually decrease the RPM until the boat has slowed down. 2. When the boat has reached low speed, set the levers in zero thrust position. 3. If necessary, order a little astern thrust until the boat has stopped.

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Using the control devices

Clutch control

Figure 3-5. Clutch panel

The clutch panel handles the ENGAGE, DISENGAGE, and BACKFLUSH (reverse) functions of the clutch. All three states are mutually exclusive and are controlled with two three-position momentary rocker switches per engine. When the ENGAGE button is pressed, it energizes a latching circuit which keeps the clutch engaged until the DISENGAGE button is pressed. The following safety interlocks are integrated into the clutch panel circuit: 1. Neutral start interlock If the respective gear is engaged, the clutch panel provides an interlock to inhibit the engine from starting. 2. Engine at idle interlock If provided by the engine manufacturer, an engine at idle input is used to inhibit the gear from engaging if the engine is not at idle. The Backush circuit is not provided with latching logic, thus the Backush (reverse) gear remains engaged only while the button remains depressed. The Backush gear is not provided with a neutral thrust permissive, however, it will not engage while the forward gear is engaged for safety reasons.

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The clutch panel is equipped with an idle knob to control RPM independent of the joystick. Rotation of the idle knob clockwise increases RPM, while rotation counterclockwise decreases RPM. The RPM range of the idle knob is typically limited to 40% of full RPM, but is adjustable via the control system software during system commissioning. LEDs are provided on the switches to indicate the status of each clutch (see Table 3-1 below). To decrease the brightness of the LEDs, press down the lower portion of the rocker switch labeled DIM. To increase the brightness of the LEDs, press down the lower portion of the rocker switch labeled BRIGHT. Press the applicable button repeatedly until desired LED intensity is achieved. This dimming circuit is common for the panel, so increasing or decreasing the LED brightness with these switches affects all four LEDs.
Table 3-1. Clutch LED status

LED status Not illuminated Illuminated steady

Indication Clutch not engaged AND reversing bucket not at neutral thrust position Clutch engaged

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Trim/roll panel
The trim/roll panel provides for automatic control of the interceptors/trim tabs. The panel is equipped with two two-position switches to change the mode of operation back and forth between auto and backup. The panel is also equipped with two rotary knobs which provide input signals to the control box for controlling trim and roll of the craft in auto mode.

Figure 3-6. Trim/roll panel

In auto mode, the trim control knob function controls the interceptors/trim tabs in unison as follows:

Clockwise (CW) movement of the knob causes the interceptors/trim tabs to retract upwards, resulting the bow going upwards. Counterclockwise (CCW) movement of the knob causes the interceptors/trim tabs to deploy downwards, resulting the bow going downwards.

Also in auto mode, the roll control knob causes the interceptors/trim tabs to deploy differentially from their given positions as follows:

Clockwise (CW) movement of the knob causes the port interceptor/trim tab to deploy downwards, while retracting the stbd interceptor/trim tab upwards, resulting in the craft rolling to stbd. Counterclockwise (CCW) movement of the knob causes the stbd interceptor/trim tab to deploy downwards, while retracting the port interceptor/trim tab upwards, resulting in the craft rolling to port.

Once the interceptors/trim tabs are retracted to the point where they no are not in contact with the water, they cease to effect vessel dynamics. During the control system commissioning, the point at which they become ineffective is calibrated in the control system to maximize the effectiveness of the auto mode control of the lifting surfaces. Also, when operating the vessel at higher speeds in transit mode, the interceptors/trim tabs are deployed in conjunction with the steering nozzles

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to improve the vessels steering characteristics and propulsive efciency when making small course changes. The function is disabled when the craft is operating in docking mode.

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Control station transfer

Transferring control from one operating station to another is achieved by actuating the indicating push button on the station taking control. In order to prevent a signicant change in the vessels speed and directions of thrust, an interlock prevents the system from transferring from one station to another unless the following conditions are satised: 1.) the position of the joystick levers at each station are matched (centered in the detent position), 2) the position of the helms are matched. 1. Place both joysticks and steering tillers in their center detent positions. 2. Quickly press the indicating push button twice (that is, double-click) at the station taking control. 3. Please note the status of the LED on the station taking control (see table below). 4. If the positions of the levers and joystick are within 10% of each other, the transfer takes place immediately, and the LED provides the appropriate status as listed in table Table 3-2.

NOTE!
If, while a station is in control, a fault occurs with one of the joystick or tiller position sensors, the joystick/tiller matching position interlock is inhibited and transfer may be taken from the faulty station without the levers matching. In addition, the control system inhibits station transfer from taking place if there is a lever/joystick position sensor error at the station requesting control. In this instance, the LED at the station requesting control ceases to ash (after control has been requested) after approximately 10 seconds and the transfer request times out.
Table 3-2. Transfer button LED status

Transfer button LED status Not illuminated Flashing quickly (0.5 sec intervals) Illuminated steady

Indication Station not in control Control transfer pending Station in control

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LCD display and alarm panel

Figure 3-7. LCD display and alarm panel

Panel operation The LCD display serves two primary functions; to display the position of the reversing buckets, steering nozzles, and interceptors/trim tabs as applicable for a given application and also to provide a means for the operator view control system alarms. To change the screen display at any time, press any one of the rst four buttons (beginning on the left) on the display. This action displays the button function menus on the bottom of the LCD display. Once the desired menu button is pressed, the screen changes accordingly. To change the LCD backlight and/or contrast at any time, press the fth (5th) button (furthest to the right). This displays the function menus for increasing/decreasing the screen contrast and the backlight intensity. Once this submenu opens, pressing the buttons under the respective +/- icons causes the screen display to change accordingly. Steering nozzle, reversing bucket, and interceptor display The LCD display panel continuously indicates the actual position of the steering nozzles, reversing buckets and interceptors (or trim tabs) positions as applicable. The positions are shown via bar graph displays.

When the reversing buckets are in the neutral thrust position, only the center bar is darkened on the respective graph. When the reversing buckets are moved in either the up or down direction, the display incrementally darkens additional bars to reect the actual position of the bucket. When the steering nozzles are in the center position, only the center bar is darkened on the respective graph. When the steering nozzles are moved in either the port or stbd direction, the display incrementally darkens additional bars to reect the actual position of the nozzles. When the interceptors are in the fully raised position, only the top bar is darkened on the respective graph. When the interceptors are lowered, the display incrementally darkens additional bars to reect

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the actual position of the unit. When the interceptors are fully lowered, the bar graph display is fully darkened. LCD display menu buttons As mentioned above, pressing any one of the rst four buttons displays the button function menus on the bottom of the LCD. Once a menu button is pressed, the LCD screen changes accordingly. Pressing the fth (5th) button displays the function menus for increasing/decreasing the screen contrast and the backlight intensity. Once this submenu opens, pressing the buttons under the respective +/- icons causes the screen display to change accordingly. Screen display Button Function

Main screen 1, 2, 3 and Displays the button function menus on the 4 bottom of the LCD. Main screen 5 Backlight/contrast adjustment - Pressing the buttons under the respective +/- icons causes the screen display to change accordingly. Alarm acknowledge: Pressing button minimizes the size of the FAULT icon on the main display screen. Fault screen Display text readout of active control system faults Calib (calibration) screen Enters the calibration submenu screen. Not used. Exit/hide submenu View meters Returns to the main display screen. Exit/hide submenu. View Meters Returns to the main display screen. Init cal Initializes calibration mode for the LCD display Toggle D Mode Changes the DatMode setting between 232 and CAN. In 232 mode, the LCD displays the position of the nozzles/buckets/interceptors based on data received from the control box. In CAN mode, the LCD displays the position of the nozzles/buckets/interceptors based on data received from separate potentiometers dedicated for the indication circuit (note: not supplied with most applications).

Main screen 1

Main screen 2 Main screen 3 Main screen 4 Main screen 5 Fault screen 1 Fault screen 5 Calib screen 1 Calib screen 2

Calib screen 3

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Calib screen 4

Toggle Noz Map Setting that enables the direction of the nozzle display to be changed to properly correlate to the direction of the steering nozzle movement. This value should not be changed once it has been set by an authorized Rolls-Royce service representative. Exit/hide submenu. Finish cal Once the calibration procedure has been completed, pressing this button stores the values in a non-volatile memory. Set Z Thr Records the zero (neutral) thrust position of the reversing buckets to properly scale the display. Toggle S Type Changes the mode of the LCD display from Main to Wing when there is more than one LCD display included in the system. This value should not be changed once it has been set by an authorized Rolls-Royce service representative. Abort cal Exits out of the calibration mode without changing any of the calibrated values. Exit/hide submenu. A. Simultaneously holding down buttons 1 and 2 while the unit is being powered up calls up the loader screen. B. Simultaneously holding down buttons 1 and 2 for approx 2 seconds when the unit is running displays the message hold to reboot. If the buttons remain depressed for an additional 2-3 seconds after this message appears, the loader screen is called up.

Calib screen 5 Init cal 1

Init cal

Init Cal

Init Cal Init Cal

4 5

Boot Loader To be accessed by authorized 1 and 2 Rolls-Royce personnel only

LCD fault displays When a control system fault occurs (feedback fault, non follow-up alarm, etc.), a warning icon displaying the word FAULT ashes on the main display screen to alert the operator that a fault condition exists. Pressing any one of the rst four buttons on the display will display the button function menu on the bottom of the LCD display. The operator may choose one of the following options for alarm handling:

Acknowledge (Ack) alarm When this option is selected the fault icon stops ashing, diminishes in size, and remains in the center of the main display sceen. View faults When this option is selected, the display changes to the FAULTS screen. The faults screen provides a real time text display up to 20 active alarms.

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NOTE!
There is no audible alarm output from this display and alarm panel. If sounding an audible alarm for control system faults is required for the application, it is necessary to interface an external alarm system to the alarm output on the control box (see Installation Manual, Alarm Interface). A complete list of control system alarms is provided in the following table. Please note that not all alarms apply to every application; only alarms applicable to the control system conguration are active. Alarm CAL FAULT Roll Cmd Pot Trim Cmd Pot ST1 Joy X St1 Joy Y ST1 Port Lever ST1 Stbd Lever ST1 Helm/Till ST1 Idle Knb ST2 Joy X ST2 Joy Y ST2 Port Lev ST2 Stbd Lev ST2 Helm/Till ST2 Idle Knb ST3 Joy X ST3 Joy Y Cause Faulty control system calibration Roll command potentiometer signal failure Trim command potentiometer signal failure Station #1 Joystick X-axis (port/stbd) command potentiometer signal failure Station #1 Joystick Y-axis (fore/aft) command potentiometer signal failure Station #1 Port control lever command potentiometer signal failure Station #1 Stbd control lever command potentiometer signal failure Station #1 Helm/tiller command potentiometer signal failure Station #1 Idle knob command potentiometer signal failure Station #2 Joystick X-axis (port/stbd) command potentiometer signal failure Station #2 Joystick Y-axis (fore/aft) command potentiometer signal failure Station #2 Port control lever command potentiometer signal failure Station #2 Stbd control lever command potentiometer signal failure Station #2 Helm/tiller command potentiometer signal failure Station #2 Idle knob command potentiometer signal failure Station #3 Joystick X-axis (port/stbd) command potentiometer signal failure Station #3 Joystick Y-axis (fore/aft) command potentiometer signal failure

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ST3 Port Lev ST3 Stbd Lev ST3 Helm/Till ST3 Idle Knob Port Bkt Sens. Stbd Bkt Sens. Port Noz Sens. Stbd Noz Sens. Port Tab Sens. Stbd Tab Sens. Port Bkt NFU Stbd Bkt NFU Port Noz NFU Stbd Noz NFU

Station #3 Port control lever command potentiometer signal failure Station #3 Stbd control lever command potentiometer signal failure Station #3 Helm/tiller command potentiometer signal failure Station #3 Idle knob command potentiometer signal failure Port bucket feedback potentiometer signal failure Stbd bucket feedback potentiometer signal failure Port steering nozzle feedback potentiometer signal failure Stbd steering nozzle feedback potentiometer signal failure Port interceptor/trim tab feedback potentiometer signal failure Stbd interceptor/trim tab feedback potentiometer signal failure Port bucket non follow-up fault; hydraulic system not responding properly to control system commands Stbd bucket non follow-up fault; hydraulic system not responding properly to control system commands Port nozzle non follow-up fault; hydraulic system not responding properly to control system commands Stbd nozzle non follow-up fault; hydraulic system not responding properly to control system commands Port interceptor/trim tab non follow-up fault; hydraulic system not responding properly to control system commands Stbd interceptor/trim tab non follow-up fault; hydraulic system not responding properly to control system commands Dock mode fault; one or both of the inboard clutches are engaged Dock mode fault; one or both of the outboard clutches are disengaged

Port Tab NFU

Stbd Tab NFU DOCKMODE FAULT Inbd Cltch Eng. DOCKMODE FAULT Otbd Cltch Dis.

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Waterjet/ interceptor backup system

As with the waterjet backup system for the inboard jets, the outboard backup system enables control of the steering nozzles and reversing buckets in the event of a failure in the automatic control system. In addition, the outboard waterjet backup system provides for backup control of the interceptors. The back-up system is electrically isolated from the main system and is powered from a separate power supply (if available).

Figure 3-8. Backup panel

The backup system is of non-follow up type and controls the reversing buckets, steering nozzles, and interceptors by direct activation of the hydraulic control valve. To enter the backup mode, actuate the two-position rocker switch to the Backup position. Once in Backup mode, the bucket, nozzle, and interceptor of the given waterjet unit is isolated from the automatic system and is no longer inuenced by either the joystick/levers or helm/tiller. Each water jet is controlled by a two-axes jog switch. Waterjet backup control When the two-axes jog lever is rotated to the right (WJ), each water jet is controlled by the jog lever as follows:

Left/right movements of the switch correspond to port/stbd movement of the steering nozzles. Up/down motion of the switch corresponds to up/down movement of the reversing buckets.

Interceptor backup control When the two-axes jog lever is rotated to the left (IN), each interceptor is controlled by the jog lever as follows:

Up/down motion of the switch corresponds the up/down movement of the reversing buckets.

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Left/right movements of the switch have no effect on the steering nozzles while in the IN position.

NOTE!
In this mode, the hydraulic control valve actuates the respective bucket/nozzle cylinders continuously when the jog switch is in the active position. Although not necessary, it is helpful to monitor the display panel while operating the craft in backup control.

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Engine backup system

As a compliment to the automatic controls, an engine control backup system enables the control of the engines in the event of a failure in the automatic control system. The backup system is electrically isolated from the main system and is powered from the engines power supply.

Figure 3-9. Engine backup panel

To enter the backup mode, actuate the two-position rocker switch to the backup position. Once in backup mode, the RPM control for the given engine/engines is isolated from the automatic control system and is no longer inuenced by either the joystick or control levers. In backup, the engine RPM is modulated by a rotary knob on the panel. Engine RPM is proportional to knob rotation, and the full range of operation can be achieved. In this mode, the engine speed signal goes directly to the backup RPM command input on the engine electronic control module.

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Mechanical backup Waterjet

An additional level of redundancy is inherent in the hydraulic system design. It is possible to move the buckets up or down or the steering nozzles side to side with no electricity. This can be accomplished by pushing the solenoid armature of the proportional valve with a pointy object such as a Phillips head screwdriver.

Figure 3-10. Proportional valve

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Error detection and troubleshooting

Electronic failures
Input signals are continuously scanned to verify that they are within the calibrated range. If any signal has moved outside the calibrated range (i.e. a cut wire or potentiometer failure), all control axes affected are frozen, the summary alarm output is actuated, and the corresponding error code is ashed on the group of four status LEDs provided on the top of the control box. Electronic failures can typically be separated into three categories: Signal failures Primarily caused by a severed wire, separated connector or potentiometer failure. Signal failures can be quickly identied by observing the system failure LED on the console and then observing the three status LEDs located on the top of the control box. Each signal (e.g. port control lever) has a specic LED status combination (Table 3-3). If the cables and connectors check out, then the respective potentiometer should be changed out. The error will clear when the signal returns to a value within the correct range. Power failure An obvious indication of engine service power failure is the lack of illumination of any LED on the top of the control box. This can be caused by a blown fuse or a more general power supply problem. If the problem is a blown fuse, it is most likely indicative of a short circuit in the system that will probably continue to blow fuses. Until the short circuit (or general problem) can be isolated, the operator should switch over to backup control, which is driven from a separate power supply. Controller failure A controller failure can typically be identied by loss of illumination in all of the amber LEDs. A quick solution is to switch over to backup control. If time permits and a spare controller is available, the controller can be changed out in ve minutes with the power supply switched off.

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Hydraulic failures
Hydraulic failures typically manifest themselves in the form of non-follow-up errors. A non-follow-up error is any condition where the actual bucket position does not track (or follow) the command. Some failures that may cause non-follow-up errors are:

Proportional valve failure Disconnected proportional valve Up/down connectors reversed Hydraulic system failure

A non-follow-up error can also occur if both engines are shut down (no hydraulics) and the control lever is moved while the engine service power is active. Under all circumstances, if bucket or nozzle cylinders fail to track the command within a dened time period, the effected axis will lock and the corresponding error code for non follow-up of the specic axis will ash on the controller. Non follow-up errors will clear when there is a change in command for the affected axis. The easiest way to clear the error is to drag the control lever across the full range.

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Error codes
Table 3-3. Status codes

FAULT 1 Normal operation Joystick 1 (X & Y axes) / Port Bucket Lever Joystick 2 (X & Y axes) / Stbd Bucket Lever Helm 1 / Roll Potentiometer Helm 2 / Trim Potentiometer Port Lever / Stbd Lever / Joystick 3 (X and Y axes) Helm 3 / Autopilot out-of-range PORT Nozzle Feedback / PORT Tab Feedback STBD Nozzle Feedback / STBD Tab Feedback PORT Bucket Feedback STBD Bucket Feedback PORT Nozzle Follow-up / PORT Tab Follow-up STBD Nozzle Follow-up / STBD Tab Follow-up PORT Bucket Follow-up STBD Bucket Follow-up Calibration Fault Summary alarm ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF

STATUS LED 2 ON ON OFF OFF ON ON OFF OFF ON ON OFF OFF ON ON OFF OFF 3 ON ON ON ON OFF OFF OFF OFF ON ON ON ON OFF OFF OFF OFF 4 ON ON ON ON ON ON ON ON OFF OFF OFF OFF OFF OFF OFF OFF

If there is an error condition with any of the monitored inputs listed in Table 3-3, a summary alarm output alerts the operating personnel of a control system fault. In this case, great care should be taken to immediately bring the vessel to a safe operating condition in order to check the specic error listed in the table.

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3.2 Operating in shallow water

Avoid driving at high engine speed in shallow waters especially when reversing since the jet of water will move up sand etc. from the bottom, therefore sand and stones can be sucked through the water jet unit. This may cause wear to the impeller and guide vane chamber.

Do not accelerate heavily in shallow waters. Stones and sand etc. may be sucked into the water jet unit and cause wear to the impeller and the guide vane chamber.

Drive at idling speed until deeper water is reached. If a foreign object is sucked into the inlet duct temporarily disengage the water jet unit to remove the object.

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Checklist if you run aground

Warning!
Remove the start key and shut off the power using the main switch to make it impossible to start the engine. Checklist:

Check that there are no water leaks. Check if there are any scrap, stones, seaweed etc. in the water jet unit by opening the inspection hatch. If necessary the anode hatch may be opened too.

Warning!
Never open the inspection hatch or the anode hatch before checking that the water level is lower than the hatch openings. The boat may sink if water can enter the boat through the opening. Never leave a opened hatch unattended.
Inspection hatch

Anode hatches

Water line

When starting the engine again:

Engage the gear and check that there are no abnormal vibrations in the shaft and hull. Move the steering nozzle from side to side between the limit positions. Check for abnormal noises from the steering gear. Move the reversing bucket up and down. Check for abnormal noises.

Caution!
If there is abnormal vibrations or noises or if the boat has poor performance compared to the performance before the accident, contact a Rolls-Royce workshop. The Rolls-Royce workshop will do an accurate investigation of the inlet duct, shaft system, steering components and reversing components.

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3.3 Operating through otsam and seaweed

Scrap, twigs, seaweed etc. will not usually block or damage the water jet unit. However, avoid operating over such objects because they affect the performance of the water jet unit. It is usually possible to notice when the water jet unit is blocked because:

engine speed increases, the speed of the boat decreases, abnormal sound and vibrations can be heard from the water jet unit.

Caution!
If shing nets or lines are sucked into the water jet unit, the water jet unit must be disengaged as quickly as possible to avoid damage to the impeller and impeller housing!

Removing an obstruction of the water jet unit

If a blockage of the water jet unit occurs, reduce the engine speed to idling speed or disengage it. The blockage may clear when the boat goes forward and water ows through the water jet unit. If this is not successful: 1. Set the unblocked water jet unit to reverse. The blocked water jet unit, which must be in the ahead position and disengaged, will be ushed by the ow of water through it.

Warning!
Step 2 below is not allowed if the hydraulic pump is mounted on the water jet unit. The hydrulic pump will be damaged if the gear is reversed. 2. If step 1 was not successful, backush the water jet unit by reversing impeller rotation. Use low engine speed. If step 2 above was not successful, the next step is to open the inspection hatch. Before the inspection hatch is opened: 1. Switch of the engines.

Warning!
Remove the start key and shut off the power using the main switch to make it impossible to start the engine!

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2. Check that the water level is not above the inspection hatch. If the water level is too high, weight can be added to the bow so that the stern rises sufciently for the inspection hatch to be opened.

Warning!
Never open the inspection hatch or the anode hatch before checking that the water level is lower than the hatch openings. The boat may sink if water can enter the boat through the opening. Never leave an opened hatch unattended.
Inspection hatch

Anode hatches

Water line

Figure 3-11. Hatches of the water jet unit.

3. If the above steps have not removed the blockage. Let a diver remove the scrap from the inlet duct or contact a Rolls-Royce workshop.

3.4 Operating in heavy seas

When operating in heavy seas note that engine speed may vary as the impeller sucks in air. When the impeller sucks in air, drive and maneuvering force are reduced. Engine speed should be reduced until engine speed and drive force are stable.

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3.5 Emergency operation Warning!

Be prepared by familiarising yourself with the emergency procedures. Failure to follow these procedures in emergency situations may result in personal injury and equipment damage.

Operating in the event of electrical failure

If an electrical failure in the main control system should occur and cannot be repaired, the boat can be operated by the hydraulic control valves of the hydraulic power pack.

Manual control of the hydraulic control valves

If the back-up system is not installed, the hydraulic control valves can be operated manually.

NOTE!
Refer to the enclosed Hydraulic power pack assembly drawing for more information about the following control valves. To steer the boat: 1. Push the solenoid armature of the steering valve with a pointy object. To slow down or to speed up the boat: 1. Push the solenoid armature of the reversing valve with a pointy object. Note that there are two reversing valves, if activating just one of them the boat will turn.

Warning!
Operating the boat by manually actuating the hydraulic control valves must be limited to emergency operation to the nearest harbour.

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Operating in the event of a hydraulic fault

No hydraulic pressure or no hydraulic oil
If there is no hydraulic oil available due to leakage or for some other reason, the water jet unit is out of control. Tow the boat to the nearest harbour for service. If the engines are not stopped the hydraulic pumps must be disconnected.

Warning!
If the hydraulic pump is allowed to rotate without being supplied with oil it may run hot and cause a re in the engine room. 1. Disconnect the hydraulic pump. On installations where the hydraulic pump is located on the engine and is not belt driven, the cover was removed when the hydraulic pump was installed. This cover must be kept on board. The boat operator must know where the cover was taken from and where it is stored.

NOTE!
Follow the instructions how to disconnect the hydraulic pump given by the engine manufacturer.

Reversing bucket uncontrollable

If the reversing bucket is uncontrollable but the boat is still steerable, you may operate the boat to the nearest harbour with the reversing bucket tied up. How to tie up the reversing bucket: 1. Remove the screws retaining the reversing rods in the reversing bucket. Tie up the reversing bucket. When tied up it should be in ahead position and should not obstruct the jet of water, see Figure 3-12. 2. Operate the boat at reduced speed to the nearest harbour. Use the throttle lever to increase/reduce thrust.

Warning!
The only way to slow down (brake) the boat is to reduce the thrust or to disengage the gear. Therefore is the braking capability poor. 3. Use the reversing bucket in working order (if any) to slow down the boat. Observe that the braking capability is reduced. 4. Let a Rolls-Royce workshop investigate and repair the fault.

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Figure 3-12. The reversing bucket tied up.

Steering control lost

Emergency steps: 1. If one of the water jet unit is in working order, disconnect the faulty water jet unit in the control panel (if not already disconnected). Operate the boat with the other water jet unit to the nearest harbour. Let a Rolls-Royce workshop investigate and repair the fault. 2. If both water jet units are out of control, call for help and tow the boat to the nearest harbour. Let a Rolls-Royce workshop investigate and repair the fault.

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