kamewa2

Kamewa FF375S

Instruction manualKamewa waterjets

FF-seriesInstruction manualKamewa water jets

Table of Contents

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 3

About the instruction manual . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 3

1. Safety instructions1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 51.2 Driving the boat . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . 51.3 Maintenance work . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . 8

2. Introduction to the FF-series2.1 Water jet unit . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 112.2 The control system . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . 15

3. Operating the boat3.1 Maneuvering the vessel . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 193.2 Operating in shallow water . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . 423.3 Operating through flotsam and seaweed . . . . . . . . . . .. . . . . . . . . . . 443.4 Operating in heavy seas . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 453.5 Emergency operation . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 463.6 Control system calibration . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . 49

4. Starting and stopping4.1 Before starting . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . 534.2 Starting the engine and the water jet unit . . . . . . . . . .. . . . . . . . . . . 534.3 After starting . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 544.4 Stopping the engine and water jet unit . . . . . . . . . . . .. . . . . . . . . . . . 55

5. Maintenance instructions5.1 Maintenance schedule . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 575.2 Laying up . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 675.3 Fault-tracing . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 69

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FF-seriesInstruction manualKamewa water jets

6. Removing and installing6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 716.2 Tools for removal and installation . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 726.3 Removal instructions . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 746.4 Installation instructions . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 95

7. Technical information7.1 Technical data . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . 1237.2 Recommended lubricants and sealants . . . . . . . . . . .. . . . . . . . . . . . 1237.3 Tightening torques . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . 1247.4 Conversion factors . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . 125

8. Spare parts8.1 Ordering spare parts . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 1278.2 Spare part series 1, 5000h of operation or 1-2 seasons . . . .. . . . 1288.3 Other spare parts . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . 130

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 133

Rolls-Royce Oy Ab 2169701

2007-01-23

FF-seriesInstruction manualKamewa 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 ishandled and cared for in a safe and correct manner. Therefore you shouldread the instruction manual thoroughly so that you learn how to operatethe controls and other equipment safely before casting off for the first time.In particular pay special attention to the safety information.

To obtain trouble-free operation with low wear the water jet unit must bemaintained and stored in accordance with these instructions. To avoidpersonal injury and damage to the equipment, follow the instruction manualwhen operating, servicing and maintaining the water jet unit.

Rolls-Royce accepts no responsibility for any damage that occurs as aconsequence of work carried out by non-authorized personnel.

Please feel free to contact Rolls-Royce if you have any queries regardingthis 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 find safety information, a general intro-duction of the water jet unit, the basic theory for maneuvering a boat witha water jet unit, the main maintenance instructions, technical data and aspare parts catalogue. Finally there is also a glossary containing the mostcommon terms.

You will find enclosed drawings and documents in section “DRAWINGS”.

Always have the instruction manual close to hand. Store it in a safe placeand do not forget to hand it over to the new owner if you sell your boat.

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FF-seriesInstruction manual

Preface Kamewa water jets


2000-09-19

FF-seriesInstruction manualKamewa water jets Safety instructions

1. Safety instructions

1.1 General

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

Warning!If these instructions are not followed, there is a risk of per sonal 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 prop-erty, or operational faults.

NOTE!Draws attention to important information that facilitates maintenance oroperation.

1.2 Driving the boat

The new boat

Caution!Carefully read the instruction manual and other information supplied withthe boat. Learn how to safely handle and operate the engine, controls andother equipment.If this is your first boat or you are inexperienced with this type of boat, werecommend that you practice maneuvering the boat in a quiet and calmarea. Make sure you learn the handling characteristics of the boat at dif-ferent speeds, water and load conditions before casting off on your first“real” trip.Remember that according to the law, anyone in charge of a boat is requiredto know and follow all traffic and safety rules and regulations at sea. Checkwhich regulations apply to you and the waters in which you will be sailingby contacting the relevant authorities or marine safety organisation.It is a good idea to take a mate’s course. We recommend that you con-tact a regional boating or marine safety organisation for information aboutsuitable courses.

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Safety instructions Kamewa water jets

Accidents and near misses

Caution!Statistical evidence clearly demonstrates that insufficient maintenance ofboats and engines, and a lack of safety equipment are the major cause ofaccidents and near misses on the water.Ensure that your boat, engine and water jet unit are maintained accordingto the instructions in the relevant instruction manual and that all essentialsafety equipment is on board and functional.

Safety switch

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

Daily check

Caution!Make a habit of carrying out visual inspections prior to operation (be-fore starting the engine) and after operation (after the engine has beenstopped). This will help you to quickly identify potential leaks or other ab-normalities.

Caution!Check that the impeller shaft rotates freely.

Caution!Check the oil level in the hydraulic tank.

Before starting for the first time

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


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Maneuvering

Warning!The braking effect is extremely powerful if the reversing bu cket con-trol is shifted to full reverse when driving ahead at high spe ed. Avoidheavy and sudden steering and ahead/astern maneuvers. Ther e is arisk of those on board falling down or overboard.If full steering lock is applied at high speed the boat will tu rn sharply.This produces high side forces and may cause personal injury andequipment damage.Never drive close to bathers or in areas where it is reasonabl e to ex-pect that there may be people in the water. Take care when mane u-vering in harbours for example. Because of the power of the wa terexpelled by the water jet, injury can be caused even when mane u-vering at low speeds. The suction in the inlet duct presents a risk topeople and objects in the water under the boat and close to the inletopening. There is a danger that these may be adhered to the inl et ductand cause major damage or suffer serious injury. It is the res ponsi-bility of the captain/operator to ensure that the area aroun d the inletopening is clear of people or objects.

While driving

Warning!Never loosen the anodes located inside the boat or the inspec tionhatch when the engine is operating.

Warning!If the water jet unit disengages or the engine stalls while dr iving, thereis no steering or drive force and the boat cannot be maneuvere d.

After driving

Caution!When the boat is not in use, the reversing bucket of the water jet unit mustbe 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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1.3 Maintenance work

Prior to maintenance

Caution!There are directions for safe and correct maintenance and service pro-cedures in the instruction manual. Read through them carefully beforebeginning work.Never attempt an operation if you are not completely confident of how todo it. Contact Rolls-Royce if necessary.

Undertaking any work envisaged by this document may either directly orindirectly create risks to (1) the safety and health of the person undertakingthe work or (2) the water jet unit and/or its components whilst the work isbeing undertaken.

It is the responsibility of the user to ensure that appropriate controls andprecautions are identified and applied in relation to the work envisagedby this document in accordance with relevant statutory, legal and industryrequirements to protect the health and safety of the persons undertakingthe work.

It is also the user’s responsibility to ensure that appropriate controls andprecautions are identified and applied in relation to work envisaged by thisdocument to protect against risks to the water jet unit and/or its componentswhilst the work is being undertaken.

Neither this document, nor its use, in any way absolves the user from theirresponsibility to ensure that the controls and precautions referred to aboveare implemented.

If, whilst undertaking any work envisaged by this document, you becomeaware of any Rolls-Royce product design related feature which could cre-ate risk to a person undertaking work or to the water jet unit and/or itscomponents please contact After Sales department at Rolls-Royce Oy Abimmediately.

It is the user’s responsibility to make all relevant hazard identifications andrisk assessments of all the activities associated with the use of this docu-ment.

It is the user’s responsibility to design and implement safe systems of workand to supply safe equipment (including, without limitation, safety equip-ment) 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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A user without the relevant experience of working in accordance with thisdocument or with products, or similar products, to which it relates shouldseek appropriate advice to enable them to identify the appropriate healthand safety controls and precautions and controls and precautions to pro-tect against risks to the water jet unit and/or its components whilst work isbeing undertaken. Technical assistance can be sought from Rolls-Royceand will be subject to Rolls-Royce’s terms and conditions.

While carrying out maintenance work

Warning!Never work alone when removing or installing heavy componen ts,even when using the safe lifting equipment such as lockable p ul-leys. In most cases two people are required when working with liftingequipment; one to operate the lifting equipment and the othe r to en-sure that all components have suf ficient space to move freely so thatthey are not damaged during the lift.

Warning!Make it impossible to start the engine by disconnecting the e lectricalsystem. Secure a warning sign on the instrument panel - “Main te-nance work in progress!”

Warning!The intermediate shaft should only be adjusted with the engi ne sta-tionary.

Warning!Never loosen the anodes located inside the boat before check ing thatthe water level is lower than the anodes. The boat may sink if w atercan enter the boat through the anode opening. Never leave the an-odes loose when the boat is in the water.

Warning!The water jet unit hydraulic system operates under extremel y highpressure. This pressure may be high even when the engine is no t op-erating. Always take great care when opening nipples. Carel essnesscan result in injury. In addition, the oil may be hot and cause scald-ing.

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Warning!The chemicals used (for example sealant and thread sealant) cancause skin irritation. Follow the safety instructions on th e productpackaging.

Warning!Use only components manufactured or approved by Rolls-Royc e. Re-member that components that appear identical to approved co mpo-nents may not ful fil 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 andthe mechanical sealing require water lubrication.

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


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FF-seriesInstruction manualKamewa 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

3

4

5

6

7

89

1410

12

13

1. Reversing bucket2. Steering nozzle3. Guide vane chamber4. Impeller5. Impeller housing6. Steering shaft7. Inlet duct8. Anode hatch

9. Bearing housing10. Inspection hatch11. Reversing cylinder12. Serial number plate13. Oil dip stick14. Shaft flange

-

/

Rolls-Royce Oy Ab, Finland

Type:

Unit number:

Date (month / year):

Kamewa

1

2

11

Figure 2-1. Main components of the water jet unit.

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

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Introduction to the FF-series Kamewa water jets

Description of function

Water enters through the inlet duct. The base plate of the inlet duct ispositioned flat against the hull of the boat. Water enters both as a result ofthe movement of the boat and due to the action of the impeller, which sucksit in. At low speeds, most of the water is sucked in, while at higher speedmost of the water is pressed in. The pump is said to be operating at heavyor light load. Inside the inlet duct the speed of the water slows, causingthe pressure to increase. There is a further increase in pressure abovethe impeller until the guide vanes in the guide vane chamber eliminate therotation of the water flow. This maintains the energy generated by therotation. The flow of water then accelerates via the guide vane chamberand 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 outgoingspeeds which generates thrust. This can be explained using the impulselaw:

where

T thrust (N)ρwater density (kg/m3)Q volumetric flow (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 reversingbucket. The reversing bucket is infinitely variable between three main po-sitions to obtain the speed and control needed for different maneuvers.

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


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2. Zero thrust positionAt the zero thrust position the reversing bucket deflects the major partof the jet of water in a forward/downward direction, while the remainingpart of the jet of water passes straight backwards. The forces areequal, and the boat is neither moving ahead nor astern. Zero thrustis obtained when the reversing bucket is lowered about 70%.

3. Full astern positionAt full astern position the reversing bucket fully deflects the jet of waterin 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. Thereare three main positions with infinite variables in-between:

1. Full steering lock starboardFull steering lock starboard means that the steering nozzle is turned30°to starboard side. Due to the de flection of the jet of water a sideforce is generated which turns the boat to starboard.

2. Steering nozzle straightWhen the steering nozzle is straight the jet of water is unaffected,which means that the boat will move straight ahead, or astern, de-pending on the position of the reversing bucket.

3. Full steering lock portFull steering lock to port side means that the jet of water is deflectedto port and the generated side force turns the boat to port.

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Advantages

General water jet unit advantages to a propeller installation:

• As a rule of thumb, the water jet unit gives higher overall efficiency,in comparison with a corresponding propeller installation, at speedsexceeding 25 knots.

• Superior maneuverability at all speeds.

• No underwater appendages which results in shallow draught and safeoperation.

• No risk of overloading the engine, low noise and vibration levels. Thismeans 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 manu-facture:

• Lightweight and tough. Fabricated in aluminium and with thoroughstrength calculations.

• Easy installation. Delivered painted and complete with a structurallydimensioned inlet duct for easy installation by means of bolting orwelding. The water jet unit can be welded directly to a aluminiumboat.

• Easy service and maintenance. Wear parts are easy to replace with-out any special tools. Low risk of damage.

• Best corrosion resistance. Fabricated of marine aluminium. Impellerhousing is lined with polyurethane to minimize wear and corrosion.


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2.2 The control system

General

Vector stick is a joystick controlled thrust vectoring system designed specif-ically for small and medium sized craft. All propulsion devices are inte-grated into a single joystick such that joystick movements correspond toexact vessel movements.

The vector stick system integrates control of water jet steering and revers-ing functions and engine speed in such a way that translation and rotationcommands are as simple as moving the stick in the direction you want thevessel to move and turning the helm in the direction you want the vesselto rotate.

The system can be configured for a twin or single water jet installation. Thebasic system, which includes all necessary functions, can be expandedwith a number of standard options in order to fit the actual installation. Thecontrol system requires 24V DC for operation.

Basic functions

The remote control system is used to control the steering nozzle angleand the reversing bucket position of the Kamewa water jet system, alongwith RPM of the main engines. The steering nozzle angle determines theport/starboard direction of flow from the water jet, which in turn, inducesa turning moment to the vessel in the direction that the nozzle is pointing.The reversing bucket position determines the amount of the total waterjetflow that is deflected ahead, which in turn, induces a proportional reversingforce. The engine RPM relates to the power output of the water jet and thethruster RPM relates to the magnitude of transverse thrust applied at thebow.

Maneuvering is performed from a control station equipped with the twobasic control devices; an electronic helm and a two-axes joystick. If sup-plied, additional devices such as control levers and steering tiller may alsobe used to maneuver the vessel.

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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 sealedenclosure that contains the electronics and software required for position-ing the steering nozzle and reversing bucket as well as controlling the bowthruster and engine RPM. The control box is typically located in the pilot-house or console.

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


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The standard configuration requires a helm and a two-axes joystick. Noother controls are necessary, as all three control axes (for-aft, transverseand rotation) are mapped directly to vessel motion. For added versatility,however, separate control levers are offered as an option. Other optionssuch as clutch control and waterjet and engine backup systems are dis-cussed 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 followingmain components:

• Control box

• Two-axes joystick

• Steering helm

• Feedback assemblies

• Cables

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

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Optional equipment

In addition to the earlier mentioned basic components necessary for a func-tional control system, the system can be expanded with a number of addi-tional components/functions.

Additional control station:

Two-axes joystick with steering wheel provided with cables.

Clutch panel

Engage, disengage, and backflush control for each engine, as well assafety interlocks and LEDs indication of clutch status.

Steering tiller

Single axis transverse control lever used for steering control as an alter-native to the steering wheel.

Separate control levers

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

Backup panel

Separate complimentary system providing a simple “non-follow up” (two-axes jog levers directly connected to the hydraulic valves) control if themain remote control is faulty.

Engine backup panel

Separate complimentary system which enables control of the engine RPMby 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 electronicgovernor and is isolated from the automatic system by the auto/backupswitch.

Indication panel

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


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FF-seriesInstruction manualKamewa water jets Operating the boat

3. Operating the boat

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

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 accom-plished via the joystick. When cruising above 5 knots while using the joy-stick, it should be locked in the transit mode position (Figure 3-1). Whenlocked in this position, the joystick is only allowed to move in the fore-aftdirection (along the Y axis), and reversing buckets and engine RPM arecontrolled together (that is, the bucket position and engine RPM are keptthe same between port and stbd water jets). For joystick operation, aprogrammed relationship between the bucket position and RPM is imple-mented such that the lever position is proportional to the thrust imparted tothe vessel. When ordering a thrust magnitude with the lever, the systemsimultaneously generates a main engine RPM command and a reversingbucket command.

Figure 3-1. Transit mode — joystick positions

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Operating the boat Kamewa water jets

When the joystick is in its center detent position, the engines are set at idleand reversing buckets are set to a position (neutral bucket) giving equalahead and astern thrust, resulting in zero thrust.

Steering of the craft is accomplished by rotating the steering nozzles fromside to side. Steering nozzles and hence the craft heading are controlledby movement of the electronic tiller.

When transferring from docking mode to transit mode, the joystick must beplaced in the center detent position and the mode selection button must bepressed. When the mode status LED changes from flashing to solid, thesystem is in transit mode.

Integrated interceptor steering

When the vessel is underway at cruising speed in transit mode, the con-trol system deploys the interceptors to assist in the steering of the ves-sel. When steering to stbd, the stbd interceptor deploys downward andthe port Interceptor retracts upward. Likewise, the port interceptor deploysdownward when steering to port, while the stbd interceptor retracts upward.During the control system commissioning, calibration of the integrated in-terceptor steering parameters is undertaken to optimize the performancecharacteristics for the application.

Under the following conditions, the position of the interceptors is not influ-enced 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 shouldbe transferred to docking mode (see Figure 3-2). In this mode, the joystickis allowed to move freely along the X and Y axes, and steering nozzles,reversing buckets and engine RPM are individually controlled such that anet thrust is imposed at the vessel centroid at a magnitude and directionthat corresponds to the joystick position.

To enter the docking mode, first bring the joystick to its center position andthen rotate the locking switch to “docking” position.

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


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In the docking mode, the vessel translation is controlled by the joystickposition along the X and Y-axes, and the turning moment is controlled withthe helm/tiller, similarly to steering maneuvers in transit mode.

Once the X-axis locking mechanism is released and the joystick is movedout of the center X-axis position (sideways), the system automaticallytransfers from transit mode to docking mode. When in docking mode, thegreen status LED flashes slowly at 1 second intervals.

Figure 3-2. Docking mode — thrust ahead

Important: The operation and functionality of the second station joystickis the same as with the primary operating station; the only difference beingthat there is no locking mechanism to inhibit sideways motion of the joystickwhen operating in transit mode. The locking mechanism is not provided forinstallations which are exposed to the weather, as it is not protected againstmoisture penetration. As indicated above, a safety interlock prevents thesystem 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 thejoystick lever is moved sideways, the system does not enter the dockingmode.

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, thefollowing 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 joy-stick will have no effect on thrust imparted to the vessel), while fore/aftmovement of the joystick remains functioning normally (that is, fore/aftthrust imparted to the vessel is proportional to handle position).

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Alongship movements

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

Transverse movement

Transverse movement of the vessel is achieved by moving the joystick inthe direction of desired thrust. The thrust generated is dependant on themagnitude of the joystick lever movement (direction 90°-th rust to port, seeFigure 3-3). In order to develop a pure translational force (no rotation),each water jet is placed in its optimum position (determined during calibra-tion) and operated to achieve the desired transverse motion. Changes inmagnitude and direction are controlled by varying the bucket position andengine RPM of each water jet.

To compensate for alongship forces/movements imposed by outside forcessuch as wind and currents, the joystick can be moved slightly in the di-rection opposite of the disturbance. Accordingly, any unwanted rotationaldisturbances can be compensated for by movement of the electronic tiller.

Figure 3-3. Docking mode — Thrust to port


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Rotation

In all conditions, rotation is controlled through movement of the electronicsteering tiller. Whether thrusting ahead, astern or transversely, adding orsubtracting small amounts of steering nozzle motion superimposes a smallturning moment. The additional nozzle displacement is increased as therequired moment increases. Pure rotation is obtained by maintaining thereversing buckets at the neutral position and turning the nozzles. In bothtransit and docking modes, this is accomplished by movement of the steer-ing tiller with the joystick at its neutral thrust position. Small tiller adjust-mentsl translate to small heading changes, and large adjustments translateto large heading changes.

Single water jet Twin water jet

Steering wheelturned to port

Steering wheelstraight

Steering wheelturned to port

Steering wheelstraight

Full ahead

Zero thrust

Port thrust

Full astern

Figure 3-4. Single and twin jet maneuvers

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Braking

Braking is very different from braking with a propeller boat. Using the re-versing bucket, which can be maneuvered from full ahead to full asternin 3 seconds, it is possible to apply astern thrust at the beginning of thebreaking sequence while the boat still is travelling ahead. This will give ashorter braking distance, but also very high breaking force which has to beconsidered in order to avoid personal injury and material damage. Emer-gency 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 (almoststopped).

3. Gradually decrease the thrust, so that zero thrust is ordered when theboat has stopped.

While braking, the steering characteristics of the boat is changed and theboat becomes much more sensitive to steering wheel movements. There-fore it is not recommended to steer the boat except for keeping the course.

Warning!The forces involved in emergency braking can cause personal injuryand material damage.

When emergency braking is not necessary a regular stopping of the boatshould 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 thrustposition.

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 andare controlled with two three-position momentary rocker switches per en-gine. When the ENGAGE button is pressed, it energizes a latching circuitwhich 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 clutchpanel 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 theengine is not at idle.

The Backflush circuit is not provided with latching logic, thus the Backflush(reverse) gear remains engaged only while the button remains depressed.The Backflush gear is not provided with a neutral thrust permissive, how-ever, it will not engage while the forward gear is engaged for safety rea-sons.

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The clutch panel is equipped with an idle knob to control RPM indepen-dent of the joystick. Rotation of the idle knob clockwise increases RPM,while rotation counterclockwise decreases RPM. The RPM range of theidle knob is typically limited to 40% of full RPM, but is adjustable via thecontrol 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, pressdown the lower portion of the rocker switch labeled DIM. To increase thebrightness of the LEDs, press down the lower portion of the rocker switchlabeled BRIGHT. Press the applicable button repeatedly until desired LEDintensity is achieved. This dimming circuit is common for the panel, soincreasing or decreasing the LED brightness with these switches affectsall four LEDs.

Table 3-1. Clutch LED status

LED status Indication

Not illuminated Clutch not engaged AND reversing bucket not atneutral thrust position

Illuminated steady Clutch engaged


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Trim/roll panel

The trim/roll panel provides for automatic control of the interceptors/trimtabs. The panel is equipped with two two-position switches to change themode of operation back and forth between auto and backup. The panelis also equipped with two rotary knobs which provide input signals to thecontrol 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/trimtabs in unison as follows:

• Clockwise (CW) movement of the knob causes the interceptors/trimtabs to retract upwards, resulting the bow going upwards.

• Counterclockwise (CCW) movement of the knob causes the intercep-tors/trim tabs to deploy downwards, resulting the bow going down-wards.

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

• Clockwise (CW) movement of the knob causes the port inter-ceptor/trim tab to deploy downwards, while retracting the stbdinterceptor/trim tab upwards, resulting in the craft rolling to stbd.

• Counterclockwise (CCW) movement of the knob causes the stbd in-terceptor/trim tab to deploy downwards, while retracting the port inter-ceptor/trim tab upwards, resulting in the craft rolling to port.

Once the interceptors/trim tabs are retracted to the point where they noare not in contact with the water, they cease to effect vessel dynamics.During the control system commissioning, the point at which they becomeineffective is calibrated in the control system to maximize the effectivenessof the auto mode control of the lifting surfaces.

Also, when operating the vessel at higher speeds in transit mode, the in-terceptors/trim tabs are deployed in conjunction with the steering nozzles

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to improve the vessel’s steering characteristics and propulsive efficiencywhen making small course changes. The function is disabled when thecraft is operating in docking mode.


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Control station transfer

Transferring control from one operating station to another is achieved byactuating the indicating push button on the station taking control. In or-der to prevent a significant change in the vessel’s speed and directions ofthrust, an interlock prevents the system from transferring from one stationto another unless the following conditions are satisfied: 1.) the positionof the joystick levers at each station are matched (centered in the detentposition), 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) atthe station taking control.

3. Please note the status of the LED on the station taking control (seetable 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 ap-propriate status as listed in table Table 3-2.

NOTE!If, while a station is in control, a fault occurs with one of the joystick ortiller position sensors, the joystick/tiller matching position interlock is in-hibited and transfer may be taken from the faulty station without the leversmatching. In addition, the control system inhibits station transfer fromtaking place if there is a lever/joystick position sensor error at the sta-tion requesting control. In this instance, the LED at the station requestingcontrol ceases to flash (after control has been requested) after approxi-mately 10 seconds and the transfer request “times out”.

Table 3-2. Transfer button LED status

Transfer button LEDstatus

Indication

Not illuminated Station not in control

Flashing quickly (0.5sec intervals)

Control transfer pending

Illuminated steady 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 ofthe reversing buckets, steering nozzles, and interceptors/trim tabs as ap-plicable for a given application and also to provide a means for the operatorview control system alarms.

To change the screen display at any time, press any one of the first fourbuttons (beginning on the left) on the display. This action displays thebutton function menus on the bottom of the LCD display. Once the desiredmenu button is pressed, the screen changes accordingly.

To change the LCD backlight and/or contrast at any time, press the fifth(5th) button (furthest to the right). This displays the function menus for in-creasing/decreasing the screen contrast and the backlight intensity. Oncethis submenu opens, pressing the buttons under the respective “+/-“ iconscauses the screen display to change accordingly.

Steering nozzle, reversing bucket, and interceptor displa y

The LCD display panel continuously indicates the actual position of thesteering nozzles, reversing buckets and interceptors (or trim tabs) posi-tions as applicable. The positions are shown via bar graph displays.

• When the reversing buckets are in the neutral thrust position, only thecenter bar is darkened on the respective graph. When the reversingbuckets are moved in either the up or down direction, the display in-crementally darkens additional bars to reflect the actual position of thebucket.

• When the steering nozzles are in the center position, only the centerbar is darkened on the respective graph. When the steering nozzlesare moved in either the port or stbd direction, the display incrementallydarkens additional bars to reflect the actual position of the nozzles.

• When the interceptors are in the fully raised position, only the topbar is darkened on the respective graph. When the interceptors arelowered, the display incrementally darkens additional bars to reflect


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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 first four buttons displaysthe button function menus on the bottom of the LCD. Once a menu buttonis pressed, the LCD screen changes accordingly. Pressing the fifth (5th)button displays the function menus for increasing/decreasing the screencontrast and the backlight intensity. Once this submenu opens, pressingthe buttons under the respective “+/-“ icons causes the screen display tochange accordingly.

Screendisplay

Button Function

Main screen 1, 2, 3 and4

Displays the button function menus on thebottom of the LCD.

Main screen 5Backlight/contrast adjustment - Pressing thebuttons under the respective “+/-“ icons causesthe screen display to change accordingly.

Main screen 1Alarm acknowledge: Pressing button minimizesthe size of the “FAULT” icon on the main displayscreen.

Main screen 2Fault screen – Display text readout of activecontrol system faults

Main screen 3Calib (calibration) screen – Enters thecalibration submenu screen.

Main screen 4 Not used.

Main screen 5 Exit/hide submenu

Fault screen 1View meters – Returns to the main displayscreen.

Fault screen 5 Exit/hide submenu.

Calib screen 1View Meters – Returns to the main displayscreen.

Calib screen 2Init cal – Initializes calibration mode for the LCDdisplay

Calib screen 3

Toggle D Mode – Changes the “DatMode”setting between “232” and “CAN”. In “232”mode, the LCD displays the position of thenozzles/buckets/interceptors based on datareceived from the control box. In “CAN”mode, the LCD displays the position ofthe nozzles/buckets/interceptors based ondata received from separate potentiometersdedicated for the indication circuit (note: notsupplied with most applications).

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Calib screen 4

Toggle Noz Map – Setting that enables thedirection of the nozzle display to be changed toproperly correlate to the direction of the steeringnozzle movement. This value should not bechanged once it has been set by an authorizedRolls-Royce service representative.

Calib screen 5 Exit/hide submenu.

Init cal 1Finish cal – Once the calibration procedure hasbeen completed, pressing this button stores thevalues in a non-volatile memory.

Init cal 2Set Z Thr – Records the zero (neutral) thrustposition of the reversing buckets to properlyscale the display.

Init Cal 3

Toggle S Type – Changes the mode of theLCD display from “Main” to “Wing” when thereis more than one LCD display included in thesystem. This value should not be changed onceit has been set by an authorized Rolls-Royceservice representative.

Init Cal 4Abort cal – Exits out of the calibration modewithout changing any of the calibrated values.

Init Cal 5 Exit/hide submenu.

Boot Loader– To beaccessed byauthorizedRolls-Roycepersonnelonly

1 and 2

A. Simultaneously holding down buttons 1 and2 while the unit is being powered up calls up theloader screen. B. Simultaneously holding downbuttons 1 and 2 for approx 2 seconds when theunit is running displays the message “hold toreboot”. If the buttons remain depressed foran additional 2-3 seconds after this messageappears, the loader screen is called up.

LCD fault displays

When a control system fault occurs (feedback fault, non follow-up alarm,etc.), a warning icon displaying the word “FAULT” flashes on the main dis-play screen to alert the operator that a fault condition exists. Pressing anyone of the first four buttons on the display will display the button functionmenu on the bottom of the LCD display. The operator may choose one ofthe following options for alarm handling:

• Acknowledge (“Ack”) alarm – When this option is selected the faulticon stops flashing, diminishes in size, and remains in the center ofthe 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 displayup to 20 active alarms.


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NOTE!There is no audible alarm output from this display and alarm panel. Ifsounding an audible alarm for control system faults is required for theapplication, it is necessary to interface an external alarm system to thealarm 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 ap-plicable to the control system configuration are active.

Alarm Cause

CAL FAULT Faulty control system calibration

Roll Cmd Pot Roll command potentiometer signal failure

Trim Cmd Pot Trim command potentiometer signal failure

ST1 Joy XStation #1 Joystick X-axis (port/stbd) commandpotentiometer signal failure

St1 Joy YStation #1 Joystick Y-axis (fore/aft) commandpotentiometer signal failure

ST1 Port LeverStation #1 Port control lever command potentiometersignal failure

ST1 Stbd LeverStation #1 Stbd control lever command potentiometersignal failure

ST1 Helm/TillStation #1 Helm/tiller command potentiometer signalfailure

ST1 Idle KnbStation #1 Idle knob command potentiometer signalfailure


ST2 Joy YStation #2 Joystick Y-axis (fore/aft) commandpotentiometer signal failure

ST2 Port LevStation #2 Port control lever command potentiometersignal failure

ST2 Stbd LevStation #2 Stbd control lever command potentiometersignal failure


ST2 Idle KnbStation #2 Idle knob command potentiometer signalfailure


ST3 Joy YStation #3 Joystick Y-axis (fore/aft) commandpotentiometer signal failure

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ST3 Port LevStation #3 Port control lever command potentiometersignal failure

ST3 Stbd LevStation #3 Stbd control lever command potentiometersignal failure


ST3 Idle KnobStation #3 Idle knob command potentiometer signalfailure

Port Bkt Sens. Port bucket feedback potentiometer signal failure

Stbd Bkt Sens. Stbd bucket feedback potentiometer signal failure

Port Noz Sens.Port steering nozzle feedback potentiometer signalfailure

Stbd Noz Sens.Stbd steering nozzle feedback potentiometer signalfailure

Port Tab Sens.Port interceptor/trim tab feedback potentiometer signalfailure

Stbd Tab Sens.Stbd interceptor/trim tab feedback potentiometersignal failure

Port Bkt NFUPort bucket non follow-up fault; hydraulic system notresponding properly to control system commands

Stbd Bkt NFUStbd bucket non follow-up fault; hydraulic system notresponding properly to control system commands

Port Noz NFUPort nozzle non follow-up fault; hydraulic system notresponding properly to control system commands

Stbd Noz NFUStbd nozzle non follow-up fault; hydraulic system notresponding properly to control system commands

Port Tab NFUPort interceptor/trim tab non follow-up fault; hydraulicsystem not responding properly to control systemcommands

Stbd Tab NFUStbd interceptor/trim tab non follow-up fault; hydraulicsystem not responding properly to control systemcommands

DOCKMODEFAULT – InbdCltch Eng.

Dock mode fault; one or both of the inboard clutchesare engaged

DOCKMODEFAULT – OtbdCltch Dis.

Dock mode fault; one or both of the outboard clutchesare disengaged


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Waterjet/ interceptor backup system

As with the waterjet backup system for the inboard jets, the outboardbackup system enables control of the steering nozzles and reversingbuckets in the event of a failure in the automatic control system. Inaddition, the outboard waterjet backup system provides for backup controlof the interceptors. The back-up system is electrically isolated from themain 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 reversingbuckets, steering nozzles, and interceptors by direct activation of the hy-draulic control valve. To enter the backup mode, actuate the two-positionrocker switch to the “Backup” position. Once in Backup mode, the bucket,nozzle, and interceptor of the given waterjet unit is isolated from the au-tomatic system and is no longer influenced by either the joystick/levers orhelm/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 iscontrolled by the jog lever as follows:

• Left/right movements of the switch correspond to port/stbd movementof the steering nozzles.

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

Interceptor backup control

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

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

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• Left/right movements of the switch have no effect on the steering noz-zles while in the “IN” position.

NOTE!In this mode, the hydraulic control valve actuates the respectivebucket/nozzle cylinders continuously when the jog switch is in the activeposition. Although not necessary, it is helpful to monitor the display panelwhile operating the craft in backup control.


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Engine backup system

As a compliment to the automatic controls, an engine control backup sys-tem enables the control of the engines in the event of a failure in the auto-matic control system. The backup system is electrically isolated from themain system and is powered from the engine’s 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 en-gine/engines is isolated from the automatic control system and is no longerinfluenced by either the joystick or control levers. In backup, the engineRPM is modulated by a rotary knob on the panel. Engine RPM is propor-tional to knob rotation, and the full range of operation can be achieved. Inthis mode, the engine speed signal goes directly to the backup RPM com-mand 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 de-sign. It is possible to move the buckets up or down or the steering nozzlesside to side with no electricity. This can be accomplished by pushing thesolenoid armature of the proportional valve with a pointy object such as aPhillips 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 thecalibrated range. If any signal has moved outside the calibrated range (i.e.a cut wire or potentiometer failure), all control axes affected are frozen, thesummary alarm output is actuated, and the corresponding error code isflashed on the group of four status LEDs provided on the top of the controlbox.

Electronic failures can typically be separated into three categories:

Signal failures

Primarily caused by a severed wire, separated connector or potentiometerfailure. Signal failures can be quickly identified by observing the systemfailure LED on the console and then observing the three status LEDs lo-cated on the top of the control box. Each signal (e.g. port control lever)has a specific LED status combination (Table 3-3). If the cables and con-nectors check out, then the respective potentiometer should be changedout. The error will clear when the signal returns to a value within the cor-rect range.

Power failure

An obvious indication of engine service power failure is the lack of illumi-nation of any LED on the top of the control box. This can be caused by ablown fuse or a more general power supply problem. If the problem is ablown fuse, it is most likely indicative of a short circuit in the system that willprobably continue to blow fuses. Until the short circuit (or general problem)can be isolated, the operator should switch over to backup control, whichis driven from a separate power supply.

Controller failure

A controller failure can typically be identified by loss of illumination in allof 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 bechanged out in five minutes with the power supply switched off.

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Hydraulic failures

Hydraulic failures typically manifest themselves in the form of non-fol-low-up errors. A non-follow-up error is any condition where the actualbucket position does not track (or follow) the command. Some failuresthat 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 (nohydraulics) and the control lever is moved while the engine service poweris active. Under all circumstances, if bucket or nozzle cylinders fail to trackthe command within a defined time period, the effected axis will lock andthe corresponding error code for non follow-up of the specific axis will flashon the controller. Non follow-up errors will clear when there is a changein command for the affected axis. The easiest way to clear the error is todrag the control lever across the full range.


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Error codes

Table 3-3. Status codes

STATUS LEDFAULT

1 2 3 4

Normal operation ON ON ON ON

Joystick 1 (X & Y axes) / PortBucket Lever

OFF ON ON ON

Joystick 2 (X & Y axes) / StbdBucket Lever

ON OFF ON ON

Helm 1 / Roll Potentiometer OFF OFF ON ON

Helm 2 / Trim Potentiometer ON ON OFF ON

Port Lever / Stbd Lever / Joystick3 (X and Y axes)

OFF ON OFF ON

Helm 3 / Autopilot out-of-range ON OFF OFF ON

PORT Nozzle Feedback / PORTTab Feedback

OFF OFF OFF ON

STBD Nozzle Feedback / STBDTab Feedback

ON ON ON OFF

PORT Bucket Feedback OFF ON ON OFF

STBD Bucket Feedback ON OFF ON OFF

PORT Nozzle Follow-up / PORTTab Follow-up

OFF OFF ON OFF

STBD Nozzle Follow-up / STBDTab Follow-up

ON ON OFF OFF

PORT Bucket Follow-up OFF ON OFF OFF

STBD Bucket Follow-up ON OFF OFF OFF

Calibration Fault OFF OFF OFF OFF

Summary alarm

If there is an error condition with any of the monitored inputs listed in Table3-3, a summary alarm output alerts the operating personnel of a controlsystem fault. In this case, great care should be taken to immediately bringthe vessel to a safe operating condition in order to check the specific errorlisted in the table.

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3.2 Operating in shallow water

Avoid driving at high engine speed in shallow waters especially when re-versing 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. Thismay cause wear to the impeller and guide vane chamber.

Do not accelerate heavily in shallow waters. Stones and sand etc. may besucked into the water jet unit and cause wear to the impeller and the guidevane chamber.

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


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Checklist if you run aground

Warning!Remove the start key and shut off the power using the main swit chto 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 jetunit by opening the inspection hatch. If necessary the anode hatchmay be opened too.

Warning!Never open the inspection hatch or the anode hatch beforechecking that the water level is lower than the hatch open-ings. The boat may sink if water can enter the boat throughthe opening. Never leave a opened hatch unattended.

Inspection hatchAnode hatches

Water line

When starting the engine again:

• Engage the gear and check that there are no abnormal vibrations inthe 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 performancecompared to the performance before the accident, contact a Rolls-Royceworkshop. The Rolls-Royce workshop will do an accurate investigation ofthe inlet duct, shaft system, steering components and reversing compo-nents.

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3.3 Operating through flotsam and seaweed

Scrap, twigs, seaweed etc. will not usually block or damage the water jetunit. However, avoid operating over such objects because they affect theperformance 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 fishing nets or lines are sucked into the water jet unit, the water jet unitmust be disengaged as quickly as possible to avoid damage to the impellerand impeller housing!

Removing an obstruction of the water jet unit

If a blockage of the water jet unit occurs, reduce the engine speed to idlingspeed or disengage it. The blockage may clear when the boat goes forwardand water flows 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 flushedby the flow of water through it.

Warning!Step 2 below is not allowed if the hydraulic pump is mountedon the water jet unit. The hydrulic pump will be damaged ifthe gear is reversed.

2. If step 1 was not successful, backflush the water jet unit by reversingimpeller rotation. Use low engine speed.

If step 2 above was not successful, the next step is to open the inspectionhatch. Before the inspection hatch is opened:

1. Switch of the engines.

Warning!Remove the start key and shut off the power using the mainswitch 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 thewater level is too high, weight can be added to the bow so that thestern rises sufficiently for the inspection hatch to be opened.

Warning!Never open the inspection hatch or the anode hatch beforechecking that the water level is lower than the hatch open-ings. The boat may sink if water can enter the boat throughthe opening. Never leave an opened hatch unattended.

Inspection hatchAnode 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 removethe 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 theimpeller sucks in air. When the impeller sucks in air, drive and maneuveringforce are reduced. Engine speed should be reduced until engine speedand drive force are stable.

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3.5 Emergency operation

Warning!Be prepared by familiarising yourself with the emergency pr oce-dures. Failure to follow these procedures in emergency situ ationsmay 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 cannotbe repaired, the boat can be operated by the hydraulic control valves ofthe hydraulic power pack.

Manual control of the hydraulic control valves

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

NOTE!Refer to the enclosed “Hydraulic power pack assembly drawing” for moreinformation 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 theboat will turn.

Warning!Operating the boat by manually actuating the hydraulic cont rol valvesmust be limited to emergency operation to the nearest harbou r.


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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 harbourfor service. If the engines are not stopped the hydraulic pumps must bedisconnected.

Warning!If the hydraulic pump is allowed to rotate without being supp lied withoil it may run hot and cause a fire in the engine room.

1. Disconnect the hydraulic pump.

On installations where the hydraulic pump is located on the engineand is not belt driven, the cover was removed when the hydraulicpump was installed. This cover must be kept on board. The boatoperator must know where the cover was taken from and where it isstored.

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

Reversing bucket uncontrollable

If the reversing bucket is uncontrollable but the boat is still steerable, youmay operate the boat to the nearest harbour with the reversing bucket tiedup.

How to tie up the reversing bucket:

1. Remove the screws retaining the reversing rods in the reversingbucket. Tie up the reversing bucket. When tied up it should be inahead position and should not obstruct the jet of water, see Figure3-12.

2. Operate the boat at reduced speed to the nearest harbour. Use thethrottle lever to increase/reduce thrust.

Warning!The only way to slow down (brake) the boat is to reduce thethrust or to disengage the gear. Therefore is the braking ca-pability poor.

3. Use the reversing bucket in working order (if any) to slow down theboat. 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 faultywater jet unit in the control panel (if not already disconnected). Oper-ate the boat with the other water jet unit to the nearest harbour. Let aRolls-Royce workshop investigate and repair the fault.

2. If both water jet units are out of control, call for help and tow the boatto the nearest harbour. Let a Rolls-Royce workshop investigate andrepair the fault.


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kamewa2

Documents

guide vane chamber

royce oy ab

royce workshop investigate

royce service representative

separate power supply

marine safety organisation

water jet units

steering wheel straight