Alamarin Jet AJ 160 User manual

Operation and Maintenance Manual
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Version 1.5
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We congratulate You on purchasing a new alamarin-jet water jet propulsion unit and
hope that you can enjoy it.
Alamarin-Jet Oy has developed and manufactured water jet propulsion units since 1976.
The propulsion units are used e.g. in pleasure and work boats, as well as in fast rescue
boats with a number of different engines. Thousands of users around the world rely on
the
alamarin-jet water jet propulsion unit.
The aim of this instruction is to give important information on the operation, use and
maintenance of the unit. We recommend reading this manual carefully before the
implementation of the unit and before You set out to test Your new jet boat for the rst
time. This is how You get the most pleasure and benet out of it.
With best regards,
Alamarin-Jet Oy
Tuomisentie 16
62300 Härmä
Finland
tel. [phone]
fax. [phone]
www.alamarinjet.com

3 Operation and Maintenance Manual
Version 1.5 Version 1.5
alamarin-jet water jet propulsion unit
OPERATION AND MAINTENANCE MANUAL
Alamarin-Jet Oy has published this manual in order to guide the owners and users of
boats equipped with alamarin-jet water jet propulsion unit.
Alamarin-Jet Oy has published other manuals separately for technical designers,
mechanics and repair men.
From here on in this manual the
alamarin-jet water jet propulsion unit will be
referred to as ”jet”. This term refers exlusively to a propulsion unit manufactured by
Alamarin-Jet Oy.
The instruction covers the following jet propulsion models:
AJ 160 AJ 180 AJ 185 AJ 230
If the given information is type specic, this will be expressed in the text.
In this manual, clarifying gures will be used.
NOTE - the text includes a warning of a slight danger or a possibility of minor damage to
equipment
HINT - the text includes useful additional information or a hint which facilitates the work
performance or procedure
STOP
!
SERIOUS DANGER - the text includes a warning of danger to life
WARNING - the text includes a warning of a danger that can lead to personal injury, breaking
down of equipment or serious malfunction of equipment
WARRANTY
GUARANTEE MATTER - the text includes a guarantee clause
The symbols used in the manual:
ARROW DESCRIBING MOTION
INDICATOR ARROW
XPART MARKING

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After Sales Questionnaire....................................................................................6
Declaration of Incorporation for Partially Completed Machinery .........................8
1. The Jet Propulsion Unit...................................................................................9
2. Operation.......................................................................................................10
2.1. Using for the First Time..........................................................................10
2.2. Steering and Controlling.........................................................................11
...2.2.1. Steering...........................................................................................12
...2.2.2. Controlling.......................................................................................12
2.3. Operating in Shallow Water....................................................................14
2.4. Operating in Reedy Water......................................................................15
2.5. Dry running.............................................................................................16
2.6. Cavitation and Ventilation......................................................................16
...2.6.1. Cavitation........................................................................................16
...2.6.2. Ventilation .......................................................................................17
3. Functions.......................................................................................................18
3.1. Transmission..........................................................................................18
3.2. Bearing...................................................................................................19
3.3. Control System.......................................................................................19
...3.3.1. Electronic Reversing Deector Control System ..............................19
...3.3.2. Hydraulic Reversing Deector Control System...............................20
3.4. Raw Water Cooling ................................................................................22
3.5. Corrosion Protection ..............................................................................22
...3.5.1. Cathodic Protection.........................................................................22
...3.5.2. Painting...........................................................................................23
4. Maintenance..................................................................................................24
4.1. Tools.......................................................................................................24
4.2. Periodical Maintenance..........................................................................24
...4.2.1. Washing the Jet ..............................................................................25
...4.2.2 Lubricating the Bearings..................................................................25
...4.2.3. Lubricating the Control System.......................................................26
...4.2.4 Changing the Zinc Anodes...............................................................27
...4.2.5. Adjusting the Impeller......................................................................27
...4.2.6. Checking the Seals.........................................................................27
...4.2.7. Maintenance of the Hydraulic System ............................................27
4.3. The Impeller ...........................................................................................29
...4.3.1. Removing the Impeller....................................................................31
...4.3.2. Fitting the Impeller ..........................................................................33

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APPENDIXES
Appendix 1. Maintenance Log............................................................................... 35
Appendix 2. SE-01................................................................................................. 36
Appendix 3. SE-02................................................................................................. 37
Appendix 4. Recommended Greases and Oils and Tightening Torques
of the Screws .................................................................................... 38
Appendix 5. Exploded Views................................................................................. 39
Appendix 6. Warranty & Ownership ...................................................................... 40

AFTER SALES QUESTIONNAIRE
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Version 1.5
AFTER SALES QUESTIONNAIRE
In order to improve our products and operations, we at Alamarin-Jet Oy are
collecting feedback from the end users of water jet propulsion units. This form
is intended to make it as simple as possible for you to give us that feedback.
You can ll out the form in the User’s Manual and send it to us via mail or fax,
or scan and send it via e-mail.
Only answer questions to which you know the answer.
Customer’s/end user’s contact information:
(Boat owner)
Contact information of person answering the questionnaire:
Delivery information of project/device:
(For instance the serial number of the propulsion unit or other relevant
document)
Test information for ALAMARIN-JET:
(Use table on the next page)
Customer service received from retailer/importer/manufacturer prior to
delivery:
(Quotation, technical guidance, documentation, etc.)
Delivery of propulsion unit:
(Timeliness of delivery, contents of delivery, packaging, documentation)
After sales services:
(Include prior experiences of retailer’s/manufacturer’s services)
Spare parts services:
Other comments:

7 AFTER SALES QUESTIONNAIRE
Version 1.5
Version 1.5
Return address: ALAMARIN-JET OY
Tuomisentie 16
FI-62300 HARMA
FINLAND
EUROPE
Fax: [phone]
E-mail: [email protected]
TEST REPORT Date:
Test weight of boat Number of persons Wind speed m/s Water temperature
Jet serial number Engine and gear GPS/clock Signature
Engine speed Speed in direction 1 Speed in direction 2 Average speed
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
max rpm
Notes:
If possible, include pictures in your feedback.

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DECLARATION OF INCORPORATION FOR PARTIALLY
COMPLETED MACHINERY
(Machinery Directive 2006/42/EC, Annex II, 1.B.)
Manufacturer: Alamarin-Jet Oy
Tuomisentie 16
FI-62300 Härmä, Finland
Compiler of the technical le: Hannu Rantala, Technical Manager
Alamarin-Jet Oy
Tuomisentie 16
FI-62300 Härmä, Finland
Description of the partially completed
machinery: Water jet propulsion device
Operation of the partially completed
machinery: The device is intended to be used as the
propulsion device of a motor boat. A
propulsion device transforms the torque
of the motor into propulsive force.
Model and type of the partially
completed machinery: ____________________________
Serial number of the partially
completed machinery: ____________________________
Alamarin-Jet Oy guarantees that the abovementioned partially completed
machinery meets the requirements of the Machinery Directive (2006/42/EC) and
the validating national regulations.
In addition, the company guarantees that
- the specic technical documents related to the partially completed machinery
have been created according to section B of Annex VII in the Machinery
Directive (2006/42/EC), and
- the following harmonised standards are applied: SFS-EN-ISO 12100-1 and
SFS-EN-ISO 14121-1.
Alamarin-Jet Oy also undertakes to deliver the documents related to the
partially completed machinery to the relevant national authority in electronic
format if so requested.
The partially completed machinery must not be introduced to use before the
nal equipment to which it is intended to be attached has been declared to
conform to the requirements of this Directive.
Place: Kauhava, Finland
__________________________
Date and Signature

9 Operation and Maintenance Manual
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1. The Jet Propulsion Unit
Alamarin-jet water jet propulsion unit is a single stage axial ow pump, which produces
a high volume ow rate and thrust with high efciency.
The operation of the unit is based on increasing the water ow rate in the nozzle. The
change in the ow rate creates a reacting force in the direction of the ow, which thrusts
the boat forward. By changing the direction of the jet, it is possible to steer the boat in
the desired direction.
Main Parts (gure 1-1):
The intake duct (A), whose
function is to lead the water from
outside the boat to the intake
side of the impeller with as little
loss as possible and an even
distribution of velocity.
The impeller (B), which is
rotated by the driving motor
through direct drive, increases
the water’s ow rate.
The nozzle converts the pressure
energy produced by the impeller
to motion energy.
The steering device (C) is used
to change the direction of the jet
ow coming out of the nozzle,
which creates the force needed
for turning.
The controlling device (D)
Lowering the reversing deector
causes the boat to reverse. The
direction of the jet ow changes
obliquely forward under the
boat, which is when the thrust
is directed forward and down.
The reversing deector is also
used for stopping the boat. See
section: Steering and Controlling,
page 10
Figure 1-1
B
A
D
C

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Before you set the boat aoat for the rst time, make sure that the jet
has been installed according to the Installation Instruction.
This prevents the emergence of unexpected fault situations which can
lead to damages.
2. Operation
2.1. Using for the First Time
Starting:
In starting an engine equipped with the jet, the following things should be observed:
- The reversing deector control lever must be in centre position.
- The possible gear must be in ”neutral” position.
- In a system without a gear the accelerator must be in ”idle” position.
See the effect of the position of the reversing deector control lever on the position of
the reversing deector on page 11.
Every propulsion unit has its own
serial number. The serial number has
been marked on the type label and in
addition it has been stamped both on
the body of the propulsion unit and on
the inspection hatch cover.
The places in which the serial number
can be found have been designated in
gures 1-2 and 1-3. The serial number
has also been recorded on page 8 of the
Instructions for Use and Maintenance.
Figure 1-2
Figure 1-3

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When you start the engine for the rst time:
- It may be possible that ”clinking” is heard from the jet during the rst minutes. This
should usually disappear, however, when the impeller gap becomes t.
- The reversing deector’s hydraulic control system needs more oil because the hoses
and cooler are empty. The oil pump noise may be loud at rst, but as the system lls up
with oil the noise disappears. Observe the oil level in the beginning because leakages
cause environmental pollution.
- Checking the oil level has been described in section 3.3.2. The oil type has been given
in appendix 4.
- Ensure the functioning of the system carefully, at low speeds.
- Observe the engine manufacturer’s instructions on running in. The jet does not
require special running in.
- In a system that includes a gearbox, note the direction of the jet´s rotation, which
usually corresponds to the direction of the engine´s rotation (counterclockwise from the
rear of the boat). This is why the gear must usually be used in the ”reverse” position
when you want to engage the propulsion unit´sdrive.
WHEN THE ENGINE IS STARTED UP, THE INTERMEDIATE
SHAFTAND THE MAIN SHAFT START TO ROTATE. AT THIS
STAGE, IT IS NOTALLOWED TO GO NEAR THE ROTATING
PARTS!
THE INSPECTION HATCH MUST BE KEPT CLOSED WHILE
THE ENGINE IS RUNNING!
2.2. Steering and Controlling
IN THIS SECTION, CONTROLLING THE jet boat IS DESCRIBED
IN AWAY THAT IT IS DONE THROUGH ASYSTEM THAT HAS
BEEN INSTALLED AS INTENTED BYTHE MANUFACTURER.
Alamarin-Jet Oy IS NOT LIABLE FOR DAMAGES WHICH
DERIVE FROM INCORRECT INSTALLATION OF THE SYSTEM.
WARRANTY
Steering denotes exclusively moving the steering nozzle. Steering means changing the
boat’s bow angle.
Controlling denotes exclusively moving the reversing deector. Controlling means
changing the boat’s driving direction (forward - astern).

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Figure 2.2.1-1
2.2.1. Steering
The boat is steered by turning the steering wheel. The connection from the wheel to the
steering lever can be either mechanical or hydraulic (gure 2.2.1-1). The lever moves
the nozzle through the shaft and the joint.
- Steering is possible when the power of the jet ow is sufcient. This is why the
engine must run on sufciently high revs when steering. 1200-1800 rpm is a suitable
number of revolutions, depending on the engine.
- In sharp curves, turning the nozzle causes the boat to slow down. This is normal and
increases safety.
- The turning of the nozzle from one extreme position to the other takes ~2 turns of the
wheel.
2.2.2. Controlling
In models AJ 160 andAJ
180/185 a fully mechanical
system can be used, as long as
it is sturdy enough.
The reversing deector can be
lowered in front of the jet ow,
changing its direction forward
and down. There are two
different types of deectors.
Figure 2.2.2-1
Driving direction is controlled with the reversing deector. The reversing deector
is moved with the lever which is usually next to the throttle lever. With this lever, it
is possible to control the hydraulic system mechanically or the mechanical system
electrically.

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The round type reversing
deector (gure 2.2.2-1) ts in
assemblies in which width is
critical. By using the tube type
reversing deector (gure 2.2.2-
2), a higher reversing power
is attained, but the deector is
wider. The second tube-type
reversing deector model (gure
2.2.2-3) is primarily designed for
twin installations, but it can also
be used for single installations.
Figures 2.2.2-2 and 2.2.2-3
illustrate the hydraulic control
system used in AJ 230.
For models AJ 160 andAJ
180/185, only the round type
reversing deector is available.
Figure 2.2.1-2
When the reversing
deector control lever
is in forward position,
the deector is not
blocking the jet ow
and the boat moves
forward (gure 2.2.2-
4).
When the lever is
in the rear position
(gure 2.2.2-5), the
deector is in front of
the jet ow and the
boat moves astern.
Figure 2.2.2-3
Figure 2.2.2-4
Figure 2.2.2-5

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The centre position of the reversing deector corresponds to gear’s ”idle” position; even
though the drive is on, the boat stays still. The centre position is not absolute, it depends
on the power of the jet ow. Finding the centre position is done by testing during the
rst driving hours.
When moving at low speeds, the reversing deector is used to control the boat’s speed.
Because the engine is being run at 1200-1800 rpm to enhance steering, the boat may
travel faster than desired. In this case the deector is lowered in front of the jet ow
to reduce the thrust directed towards the driving direction. Steerability remains good
however.
At high speeds, the deector is not used to reduce speed. Instead, speed is controlled
with engine revolution.
It is possible to turn the boat in place when the deector is in centre position. When the
nozzle is turned to the desired direction, the boat rotates about its central axis.
When reversing, steering is inversed in comparison to driving forward. If you want to
turn the boat to the left, the wheel must be turned to the right. A good mnemonic is that
the boat’s bow always turns in the same direction as the wheel.
When fast turns are needed, the engine revolutions are not reduced, but instead the turn
is done through combined motion of the nozzle and the deector.
Figure 2.3-1
2.3. Operating in Shallow Water
The jet boat can be used in very shallow water, but it must be taken into account that
especially on high revolutions the suction power of the intake is high (cf. gure 2.3-1).
Loose objects may get sucked into the intake screen and small objects wash through the
jet. Stones may cause damage. In sandy conditions wearing inevitably takes place. The
maintenance procedures required by a worn impeller are described in the maintenance
section of this manual. See Adjusting and Fitting the Impeller, page 24.

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At planing speeds, a jet boat usually crosses reed elds without difculty. In difcult
conditions however, clogging may be possible. In boats equipped with a gear box,
cleaning the intake duct is easy because at reverse gear, a back ow is created in the
duct.
2.4. Operating in Reedy Water
THE JET HAS BEEN DESIGNED TO RUN ON REVERSE GEAR
ONLY MOMENTARILYAND ON LOW REVOLUTIONS.A TOO
HEAVY LOAD ON REVERSE GEAR CAN LEAD TO JAMMING
OF THE IMPELLER OR BREAKING DOWN OF HYDRAULICS!
Figure 2.4-1
If clogging occurs on a boat that does not have a gear box, the following procedures are
recommended:
1. Stop the engine. This causes the extraneous objects in the grass rake simply to
drop off.
2. Let the engine run on high revolutions for a few times. This often sucks the
extraneous objects through the jet and cleans it.
3. If the boat is moving forward, raise the boat speed as much as possible and then
shut down the engine. The speed of the boat often sweeps the grass rake clean.
4. Drive the boat on reverse as fast as possible. As the boat moves astern, shut
down the engine and move the deector control lever to forward position.
This causes water to ow backwards through the jet and usually opens any
blockage whatsoever.
The sleeve shown in gure 2.4-1 on the axle has a left-handed threading. If the engine is
run at too high revolutions on reverse gear, the sleeve may loosen and the impeller may
get stuck against the duct walls.

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Figure 2.4-2
The most common malfunction in water jet propulsion units manifests as cavitation.
Engine overdrive and stopping of thrust are signs of this.
Cavitation is a phenomenon in which the water pressure decreases locally in such an
extent that water vaporizes on the surface of the impeller blade, creating steam bubbles.
The bubbles move on the surface of the blade and when they reach a higher pressure
area they collapse. Cavitation incurs considerable reduction in capacity and damages the
impeller.
Usually the cause is the reduction of pressure in the whole intake duct, which is induced
by a blockage.
Cavitation can often be heard as a rumbling sound.
Any factor that hinders the ow of water in the jet increases the chance of cavitation.
The jet may be run by the engine even out of the water, because the bearings are greased
and oiled. This is a signicant benet in comparison to water-lubricated bearings,
which do not sustain dry running well. During dry runs, a temporary water inlet must be
arranged for the motor sea water cycle to cool the engine.
With these simple instructions it is
possible practically without exception
to clean the jet even after the boat has
stopped completely in reedy water.
Unlike with other propulsions, in boats
equipped with the jet the engine stops
very rarely as a result of a reed blockage.
If the measures mentioned above are
not of help, the propulsion is equipped
with an inspection hatch (gure 2.4-2),
through which the blockage can be seen
and removed.
Remember to close the hatch! The wing screw is tightened by hand!
2.6. Cavitation and Ventilation
2.5. Dry running
2.6.1. Cavitation

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If cavitation is apparent, the following things
should be checked.
Check through the inspection hatch that:
1. The grass rake (gure 2.6.1-1) is not
clogged (by grass, reed, plastic, stones etc.).
2. There are no extraneous objects in the stator
or nozzle unit or the impeller (gure 2.6.1-2)
(rope, reed entagled in the drive shaft, stones
in the outlet port)
3. The impeller (gure 2.6.1-3) is not
damaged. It should be smooth and it should
not have any sharp cuts.
If the boat runs slowly even though the engine
runs on high revolutions, nd out the cause.
Ventilation produces similar symptoms as cavitation but is caused by different reasons.
Ventilation is created when air gets to drift into the intake duct. The air causes the
impeller to lose grip and the thrust weakens. Ventilation can be heard as a similar sound
as cavitation.
Ventilation can be caused e.g. by the following things:
- The inspection hatch cover is open or a seal is damaged.
- The installation height of the jet is wrong, air is allowed to pass along the surface of
the cavitation plate into the intake duct.
- During installation, places accordant with the instructions have not been sealed.
Figure 2.6.1-1
Figure 2.6.1-2
Figure 2.6.1-3
2.6.2. Ventilation

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3. Functions
3.1. Transmission
The jet takes its propulsion power from a petrol or a diesel engine. The most common
way to transmit the power is through a 1:1 gear box, but direct drive is also possible
and functional. The greatest benets of a gear box are a real neutral gear and an intake
duct backush.
In the direct drive or so-called bobtail installation it is commendable to use a ywheel
adapter provided by the engine manufacturer. It protects the ywheel from mechanical
damages and e.g. corrosion.
The auxiliary shaft which is connected between the jet and the engine usually depends
on the boat manufacturer. If necessary, the jet manufacturer supplies the auxiliary shaft
with the propulsion unit. It is also possible to get instructions and recommendations
from the manufacturer on which auxiliary shaft to use. In the end, the shaft
manufacturer gives instructions on the installation and maintenance of the shaft. Below
is a list of example shafts which have been used with the jet.
1. Constant velocity shaft
- Joint structure based on balls rolling on a spherical surface.
2. Cardan shaft
- Joint structure based on pivoted grids.
3. Silent block shaft
- Joint structure based on an elastic rubber element
THE AUXILIARY SHAFT MUSTABSOLUTELY BE OF
HIGH ENOUGH QUALITYAND PROPERLY BALANCED. A
POOR SHAFT CAN CAUSE EXCESSIVE DAMAGE TO THE
PROPULSION UNIT.
THE ALIGNMENT OF THE AUXILIARY SHAFT MUST BE KEPT
ACCURATE. IT MUST BE CHECKED AT LEAST ONCE EVERY
DRIVING SEASON (YEAR).

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The jet’s bearing is very simple (gure 3.2-1). There are bearings at both ends of the
direct shaft. The structure of the front bearing (A) is receptive to axial pressure. In
addition, at the front end there is the supporting bearing (B) of the coupling ange and
the auxiliary shaft.
Rolling type bearing is used at the front end and slide bearings are used at the rear (C).
Both bearings are stock grease lubricated. It is possible to install a water lubricated
bearing at the rear end.
B
A
C
Figure 3.2-1
3.3. Control System
The system is available for models AJ 160, AJ 180 and AJ 185.
The main components that the system consists of are #1 a control lever (potentiometer),
#3 an electronics unit and #4 a spindle motor. See gure SE-01 in Appendixes.
The electronics unit changes the position of the lever into a signal to to the spindle
motor.
The repair and adjustment instructions for the system can be found in Repair Manual 1.
3.3.1. Electronic Reversing Deector Control System
3.2. Bearing
Lubricate front bearings every 50 hours or twice a year at minimum. The bearings are
lubricated through the hose in the engine room.
The boat should be lifted out of water when lubricating the rear bearings. It is advisable
to add grease to the rear bearings whenever the boat is lifted out of water. At minimum,
however, this should be done every 100 hours or twice a year.

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Figure 3.3.2-1
3.3.2. Hydraulic Reversing Deector Control System
The system is available for AJ 230. It includes a rotary valve which simplies the
system considerably.
The reversing deector is controlled (cf. gure 3.3.2-1) mechanically with a cable (A)
which operates the valve regulator (B).
The cylinder gets its power from the oil pump which has been integrated in the
propulsion unit.
In a stock delivery, the system does not include a control lever or a cable, so their type
varies depending on the boat manufacturer. However, the different types of systems
have the following things in common:
- The operation of the deector must be separate from the throttle and the gear.
- The stroke length of the cylinder is always the same.
- The incoming direction of the cable can be chosen freely.
The oil circulating in the system must be cooled in order to prevent excessive heating.
This is done with a separate heat exchanger or a possible cooler in the engine.
B
A