DTS-00750 DRILLING RIG PARTS AND SERVICE MANUAL

OPERATION

2.1 Use of this Information

This operating procedure is intended as a guideline, not a comprehensive set of operating
instructions. It is impossible to foresee every eventuality that will arise during the operation of
this unit; each job it attends will be different. The owner/operator of the equipment is therefore
responsible for developing his own operating procedures with the aid of, and in accordance with,
American Petroleum Institute Standards (or equivalent), and applicable State/Provincial or local
regulations.
The S&S Crown DTS-00750 Drilling Rig has been engineered to provide reliable and cost-
effective operation. It has been designed, manufactured and tested to function properly under a
broad range of conditions. Premature equipment wear and failures can be avoided and service
life prolonged if a preventive maintenance program is carefully followed, the equipment treated
with respect, and operated properly by trained individuals.
Correct lubricants and fluids should be used depending on climate and operating conditions;
Maintenance Schedules should also be adjusted to reflect these conditions.
This manual only covers equipment supplied by Stewart and Stevenson Canada Inc. Proper
procedures and schedules relating to equipment manufactured by others are beyond the scope
of this document.

2.1.1 Note, Caution, Warning and Danger Statements

Throughout this manual statements may appear which emphasize important and critical
information. These statements will be set off from the rest of the text, and will be formatted and
defined as set out below.

DANGER: Indicates an imminently hazardous situation, which, if not avoided,

will result in death or serious injury. This type of statement is
limited to only the most extreme situations.

WARNING: Indicates a potentially hazardous situation which, if not avoided, could

result in death or serious injury.

CAUTION: Indicates a potentially hazardous situation which, if not avoided, could result in
minor or moderate injury. It may also be used to alert against unsafe practices.

NOTE: Is used to notify personnel of installation, operation, or maintenance information that is

important, but not hazard related.

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2.2 Safety
This equipment has been designed and manufactured to minimize hazards to personnel;
however, the proper and safe operation of this unit must be the responsibility of the Operating
Company.
The following are basic safety precautions that must be followed when operating the unit. For
more in depth safety instructions, the Operating Company’s Safety Policies and Procedures
should be referred to. Any personnel in contact with this equipment must read and
understand the safety precautions contained here, as well as the Operating Company’s Safety
Policies and Procedures, before performing any operation or maintenance procedure.

2.2.1 Safety Precautions

Each individual job will be carried out under different operating conditions. Therefore each job
must be assessed on an individual basis and adjustments made to the operation
environment to prevent loss of equipment and to protect personnel.
Have a pre-job discussion before starting each job. Ensure that each employee is aware of
his or her responsibilities. Point out existing hazards and explain all safety precautions that
must be followed.
This unit is equipped with a complex control system for operation and is to be operated by
trained personnel only.
Keep the area around equipment clean and free of hazards.

2.2.2 Control Lockouts

When repair or maintenance is required, controls are to be locked out to prevent unintentional
operation of equipment.

2.2.3 Electrical Connections

All connecting and disconnecting of electrical and electronic cabling should be done when not
energized.

2.2.4 Fluids Under Pressure

These units contain hoses and piping which contain fluids under pressure. Precautions must be
taken when working on or around hosing, especially during operations.

2.2.5 Warning Devices

Other than the vehicle back-up alarm, this equipment does not incorporate devices that either
lockout or automatically warn an individual that a piece of equipment is about to move. It is
recommended that there be procedures established to prevent the equipment from being
engaged at times when it is unsafe to do so.

2.2.6 Guards
Guards have been fitted on this unit to protect both personnel and the equipment—they must
always be in position while the equipment is being operated. Fingers, hands and other body
parts will be protected from injury by moving machinery; personnel will be protected from injury
through possible loose objects flying off the equipment; and the machinery will be guarded from
damage by the ingress of foreign objects.

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2.3 Driving the Unit

The operator of this unit should have all necessary training and should be familiar with the
mechanical aspects of driving a rig carrier safely. It is the owner’s and/or operator’s
responsibility to develop procedures and policies that conform to local laws, regulations and
conditions.
The following are some general guidelines with regard to driving this unit:
• The rig carrier with the mast fitted is extremely top heavy. Sharp turns or unstable ground
conditions could result in the rig rolling over.
• Due to the length of its wheelbase and the number of axles, this rig has a limited turning
radius.
• Extreme caution should be used while making a turn as the mast sticks out past the cab
of the rig. The overhang of the mast will be the determining factor of whether or not a turn
can be negotiated.
• It is advisable to have someone guide the rig and give the driver directions.
• Should the rig get bogged down in mud or snow it is recommended that the unit be pulled
out with a cat or winch truck. The rig has sufficient power to damage its drivelines by
trying to free itself.
• The gauges in the rig cab should be monitored closely: Air, Oil, Temperature, etc.
• ABS brakes should not be pumped.
• Seat belts must always be worn when driving the vehicle.

2.3.1 Requirements Prior to Moving the Vehicle

The carrier should not be moved unless the following steps are taken:
1. A final vehicle walk around (circle check) is carried out.
2. The blocks are secured in cradle.
3. The derrick strap is tightened.
4. Engine fuel kill is in “off” position.
5. Air supply switched from rig to road position.
6. Driller’s panel shifter in neutral.
7. Air pressure allowed to reach 120 psi.
8. The mirrors are properly adjusted.
9. The wheel chocks are removed.
10. The maxi brake is released.

2.3.2 Vehicle Operator’s Seat

This section covers the operation and safe use of your Crown installed seat. This model of
vehicle is designed for only one occupant: the operator.
[Link] Seat Adjustment

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CAUTION: Do not adjust the driver’s seat while the vehicle is moving. The seat could move
suddenly and unexpectedly, causing the driver to lose control of the vehicle.
Make all adjustments to the seat while the vehicle is stopped.

After adjusting the seat and before driving off, always check to ensure that the seat is firmly
latched in position.
[Link] Standard Driver’s Seat
The standard driver’s seat can be adjusted forward and backward as well as up and down. The
seat back angle can also be adjusted. These three movements are each controlled by levers
located either beneath or at the sides of the seat.
[Link] Driver’s Seat with Air Suspension
Before driving or riding in a vehicle, ensure that there is adequate head clearance at maximum
upward travel of the seat. Serious head or neck injury could result if head clearance is not
adequate.

2.3.3 Safety Restraint Belts

Safety belts have proven to be the single most effective means available for reducing the
potential for either serious injury or death in motor vehicle accidents. Read the following
instructions and always observe user warnings pertaining to safety belts.

WARNING: Do not drive the vehicle without your seat belt fastened. Riding without
a safety belt properly fastened leads to increased chances of injury or
death in a motor vehicle accident.

[Link] Lap/ Shoulder Belt

The combination lap-shoulder belt is equipped with a locking mechanism. The system adjusts
automatically to a person’s size and movements as long as the pull on the seat belt is slow.
Hard braking or a collision locks the belt. The belt will also lock when driving up or down a
steep hill or in a sharp curve.
To fasten the seat belt:
• Grasp the belt tongue
• Pull belt in a continuous slow motion across your chest and lap.
• Insert belt tongue into the buckle on the inboard side of the seat.
• Push down until the tongue is securely locked with an audible click. Pull belt to check for
proper fastening.
• Ensure belt fits snugly across the chest.
• The shoulder belt must be positioned over the shoulder—it must never rest against the
neck.
• Belts should fit snugly across the pelvis and chest. Make sure any slack is wound up on
the retractor.
• To store a lap-shoulder belt, allow the belt to wind up on the retractor by guiding the belt
tongue until the belt comes to a stop.
[Link] Proper Safety Belt Adjustment
Your combination lap-shoulder belt may need adjustment. Adjust safety belts properly.

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WARNING: seat belt should be worn low over the pelvic bones. Serious Injuries can
result from belts buckled too high. In a crash serious internal injuries
can result from force delivered to the abdomen rather than to pelvic
bones.

WARNING: the seatbelt should never be worn loosely. A loose seatbelt can allow
the wearer to fall too far forward, leading to head and neck injuries. In
an accident the wearer of a loose seatbelt could still strike the wheel or
windshield. The belt should be adjusted to yield no more than 1 inch
(25mm) of slack.

WARNING: The shoulder part of the belt must never be worn under the arm or
otherwise out of position. A belt worn in such a manner would allow the
wear to move too far forward in a collision, and increase the chance of
head or neck injury. This would also cause the belt to apply too much
force to the ribs, which are not as strong as shoulder bones, and could
lead to internal injuries. The shoulder belt must always be worn over the
shoulder.

WARNING: The shoulder part of the belt must never be worn under the arm or
otherwise out of position. A belt worn in such a manner would allow the
wearer to move too far forward in a collision, increasing the chance of
head or neck injury. This would also cause the belt to apply too much
force to the ribs, which are not as strong as shoulder bones, and could
lead to internal injuries. The shoulder belt must always be worn over the
shoulder.

WARNING: Do not twist the belt in the process of putting it on. A twisted belt will not
work as well to protect you. In a crash, the full width of the belt would
not be protecting you. A twisted belt could cut into your body and cause
serious injuries. Straighten the belt before buckling it. If you are unable
to wear it without twisting it, have your service person repair it as soon
as possible.

[Link] Safety Restraint Tips

• Do not strap more than one person in a single seat belt.
• Do not wear belt over rigid or breakable objects in or on your clothing, such as
eyeglasses, pens, keys, etc., as these may cause injury in an accident.
• Several layers of heavy clothing may interfere with proper positioning of belts and reduce
the overall effectiveness of the system.
• Keep belt buckles free of any obstruction that may prevent secure locking.
• Damaged or worn belts in the cab or sleeper, subjected to excessive stretch forces from
crashes, cuts or tears, or normal wear, must be replaced—they may not protect you if
you have an accident.
• If there is visible damage to any part of the safety belt assembly (webbing, bindings,
buckles, retractors etc.), the entire seat belt system must be replaced.
• Do not allow safety belts to become damaged by getting caught in doors or seat
hardware, or rubbing against sharp objects.

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• The belts must be kept clean or the retractors may not work properly.
• Never bleach or dye seat belts—chemicals will weaken the material. Do, however, keep
them clean by following the care label on the belts. Let them dry completely before
allowing them to retract.
• Make sure the belt of the unoccupied passenger seat is fully wound up on its retractor, so
that the belt tongue is in its stowed position. This reduces the possibility of the tongue
becoming a striking object in the event of a sudden stop.
• Do not modify or disassemble the seat belts in your vehicle. They will not be available to
keep you and your passengers safe.
• If any seat belt is not working properly, contact Crown Energy for repair or replacement.
[Link] Tether Belts
Tether belts are installed on suspension seats. They help secure the seat to the floor to restrain
it in case of an accident.
[Link] Fixed Tethers
If your vehicle has been equipped with fixed length tethers, no manual adjustment is required.
The same inspection and replacement guidelines should be used as stated in “Safety Restraint
System—Inspection”.

WARNING: Do not remove, modify, or replace the tether belt system. A failed or
missing tether belt could allow the seat base to fully extend in the event
of an accident leading to more severe injuries or even death.

WARNING: Failure to adjust tether belts properly could lead to excessive movement
of the seat in an accident. This puts you at greater risk for serious
injury. Tether belts should be adjusted so that they are taut when the
seat is in its most upward and forward position.

WARNING: Before driving or riding in a vehicle, ensure that there is adequate head
clearance at the maximum upward travel of seat. Shorten the tether
belt as necessary to provide adequate head clearance. Serious injury
may occur if head clearance is not adequate.

[Link] Tether Adjustment

Make sure the tether belt is attached to the cab floor and seat frame. It should be routed
through the buckle on each side.
Often the attachments are made using a split-type hook. Make sure both halves of the hook are
around the anchor bracket.
To lengthen the tether, turn the buckle to a right angle to the webbing. Then pull the buckle. To
shorten the tether, pull on the strap.
[Link] Safety Restraint System – Inspection
The seat belt system, including webbing, buckles, latches, and mounting hardware, endures
heavy use in heavy-duty vehicles—much more than seat belt systems in passenger cars. All
users should be aware of the factors contributing to this heavy use and reduced belt life.

WARNING: Failure to properly inspect and maintain restraint systems can lead to

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serious injury or loss of life. Without periodic inspection and

maintenance to detect unsafe conditions, seat restraint components can
wear out or not protect you in an accident.

[Link] Factors Contributing to Reduced Seat Belt Life

Seat and cab movement: In trucks, there is almost constant movement of the belt due to ride
characteristics and seat design. The constant movement of the belt inside the restraint
hardware and the potential for the belt to come in contact with the cab and other vehicle parts
contributes to the wear of the entire system.
Environmental conditions, such as dirt and ultraviolet rays from the sun, will reduce the life of
the seat belt system.
Due to these factors, the three-point safety belt system installed in your vehicle requires
thorough inspection every 20,000 miles (32,000 km). If the vehicle is exposed to severe
environmental or working conditions, more frequent inspections may be necessary.
Any seat belt system that shows cuts, fraying, extreme or unusual wear, significant discoloration
due to UV (ultraviolet) exposure, abrasion to the seat belt webbing, or damage to the buckle,
latch plate, retractor hardware or any other obvious problem should be replaced immediately,
regardless of mileage.

WARNING: It is important to remember that any time the vehicle is involved in an

accident, the entire seat belt system must be replaced. Unexposed
damage caused by the stress of an accident could prevent the system
from functioning properly the next time it is needed, which could result
in severe injury or even death.

[Link] Inspection Guidelines

Follow these guidelines when inspecting for “cuts”, fraying, extreme or unusual wear of the
webbing, and damage to the buckle, retractor, hardware, or other factors. Damage to these
areas indicates that belt system replacement in necessary.

WARNING: Replace the entire belt system (retractor and buckle side) if replacement
of any one part is necessary. Unexposed damage to one or more
components could prevent the system from functioning properly the
next time it is needed, which could result in severe injury or even death.

Check the web wear in the system. The webbing must be closely examined to determine if it is
coming into contact with any sharp or rough surfaces on the seat or other parts of the cab
interior. These areas are typical places where the web will experience cutting or abrasion.
Cuts, fraying, or excessive wear would indicate the need for replacement of the seat belt
system.
The pillar web guide (D-loop) is the area where almost constant movement of the seat belt
webbing occurs because of relative movement between the seat and cab.
Check the Comfort Clip for cracks or possible damage and check for proper operation.
Check buckle and latch for proper operation and to determine if latch plate is worn, deformed, or
damaged.
Inspect the retractor web storage device, which is mounted on the floor of the vehicle, for
damage. The retractor is the heart of the occupant restraint system and can often be damaged

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if abused, even unintentionally. Check operation to ensure that it is not locked up and that it
spools out and retracts webbing properly.

WARNING: Failure to adjust tether belts properly can cause excessive movement of
the seat in an accident. This could lead to greater injuries for you.
Tether belts should be adjusted so that they are taut when the seat is in
its most upward and forward position.

If tethers are used, be sure they are properly attached to the seat and, if adjustable, that they
are adjusted in accordance with installation instructions. Tethers must also be inspected for
web wear and proper tightness of mounting hardware.
Mounting hardware should be evaluated for corrosion, and for tightness of bolts and nuts.
Check web in areas exposed to ultraviolet rays from the sun. If the color of the web in these
areas is gray to light brown, the physical strength of the web may have deteriorated due to
exposure to the sun’s ultraviolet rays. Replace the system.
Once the need for replacement of the seat belt has been determined, be certain it is only
replaced with an authorized Crown replacement seat belt.
If the inspection indicates that any part of the seat belt system requires replacement, the entire
system must be replaced. An installation guide is attached to every replacement belt. Utilize
the proper guide for your type of seat, and follow the instructions very closely. It is vitally
important that all components be reinstalled in the same position as the original components
that were removed and that the fasteners are torque to specification. This will maintain the
design integrity of the mounting points for the seat belt assembly. Contact Crown Energy if you
have any questions concerning seat belt replacement.
Crown Part Numbers for Occupant Restraint Components.
Seat – 100002256
Seat Belt – 100001168
Tether Straps – 12070008
Anchoring Hardware - 12070010

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2.4 Start-Up and Shut Down

The following is a general start-up and shutdown procedure.

2.4.1 Unit Start-Up

• Do vehicle walk around, check for leaking fluids damaged or worn equipment and
possible hazards within the operating area of the vehicle.
• Check fluid levels: engine oil, power steering, engine coolant, hydraulic fluid.
• Ensure Rigsaver “emergency shut-down” valves are all in “run” position (on Driller’s
Control Panel, Engine Control Panel, and Driver’s Cab Control Panel).
• Ensure battery disconnect switches are in the “on” position.
• On the Driller’s Panel, ensure that the PTO (hydraulic pump) switch is in disengaged
position, the transmission selector is in neutral, the throttle handle is in neutral, and the
high idle switch is in “off” position.
• Switch Electronic Engine Control Module box (on engine) to “start” position.
• Inside the cab, ensure parking brake is engaged, and transmission is in neutral.
• Place dashboard switch to “on” position and allow diagnostic sequence to execute.

NOTE: If continuous red warning light(s) appears on diagnostic panel, refer to Detroit Diesel
Documentation. Also pay attention to “Check Engine,” “Check Transmission,” and “Low
Coolant” warning lights.

• Lift Switch to “start” position to activate engine starter. Hold and wait for engine to catch.

NOTE: Never hold the switch in “start” position for more than thirty seconds as this could
seriously damage the engine starting mechanism. When the engine catches, release
the start switch immediately. If the engine fails to catch within a short time, stop, allow
starter to cool for 30 seconds, then try again.

• When the engine is running, scan the gauges again. Ensure everything is operating
within normal parameters.
• Allow engine to reach approximately 900F to 1400F (300C to 600C), and air pressure to
approximately 120 psi (refer to Detroit Diesel Documentation for exact operating
parameters).
• Check transmission fluid level.

2.4.2 Shutdown
• Ensure engine is idling.
• Check that vehicle transmission is in neutral and that parking brake is engaged.
• Ensure PTO (hydraulic pump) switch is disengaged or in “road” position.
• Allow engine to properly cool by running for approximately 5 minutes with no load.
• Move ignition switch to “off” position, or switch fuel kill switch on driller’s panel to “off”
position.
• If the unit is to be parked for more than a few hours, switch battery disconnect switch to
“off” position.

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2.4.3 Emergency Shutdown

In the event of an emergency, the engine and all rig functions can be cut by activating one of the
emergency shutdown switches at the driller’s control panel or the driver cab control panel. This
will immediately cut off air supply to the engine. All system functions will cease.

NOTE: This method of shutdown can cause wear on the engine and other systems. It should
only be used when necessary.

2.4.4 Restart Following Emergency Shutdown

Reset Rigsaver valve on engine to “run” position, then carry out unit start-up procedure
described above (2.4.1).

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2.5 Rig Controls and Instruments

The following are descriptions of controls normally fitted to a Crown Drilling, Service and Drilling
rig. Actual controls on the supplied unit may differ slightly.

2.5.1 Rear Control Station

1. Electronic Engine Control Module Box: contains engine controls and instruments.
2. Pneumatic Rig Functions / Road Functions Selector Switch. Handle is normally placed
in “up” position for rig functions, in “down” position for road functions. This control is
usually located under the fender, in front of the fuel tank on the driller side of the rig.
3. Rig Up Control Panel. This panel contains hydraulic controls used in rig up functions, as
well as controls for winches and tongs and swivel.
4. Driller’s Control Panel. The rig functions are controlled from this box. For rig operation
this box is hoisted up to its rig position at the driller’s platform.

2.5.2 Driller’s Panel Controls and Instruments

1. Hydraulic Pump: engages Power Take-Off. The PTO and pump are engaged when the
valve handle is in the pushed forward position; when the handle is pulled back, the PTO
and hydraulic pump are disengaged.
2. Driller Side Winch (Braden PD12C, 12,000 lb): moving the control handle forward (up)
will spool line in thus lifting the load; when the handle is pulled back (down) line spools
out and the load is lowered.
3. Off Driller Side Winch (Braden PD12C, 12,000 lb): moving the control handle forward
(up) will spool line in thus lifting the load; when the handle is pulled back (down) line
spools out and the load is lowered.
4. Auxiliary Winch (Braden BG-6): moving the control handle forward (up) will spool line in
thus lifting the load; when the handle is pulled back (down) line spools out and the load
is lowered.
5. Make Up Cylinder Control: moving this lever forward (up) will extend the cylinder; pulling
the lever back (down) will retract it.
6. Break Out Cylinder Control: moving this lever forward (up) will extend the cylinder;
pulling the lever back (down) will retract it.
7. Transmission Shifter Pad: this controls the transmission gear selection (refer to Allison
Operating Instructions).

CAUTION: When cleaning or washing the rig, never subject the shifter pad to direct
pressurized water spray. This could cause damage to electronic components
within this device.

8. Primary Hydraulic Pressure Gauge.

9. Secondary Hydraulic Pressure Gauge.
10. Main Air Pressure Gauge: this gauge should read 100 to 120 psi for normal rig
operations.

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11. Assist Brake Control: the amount that this handle is moved forward determines how
much drag the assist brake puts on the drawworks.
12. Assist Brake Select: this valve is used to select the inside assist brake disc, outside
assist brake disc or both.
13. Hoist Clutch/Throttle: handle centered is in neutral position. Push handle forward, clutch
engages, throttle increases. Pull handle back, clutch does not engage, but throttle
increases.
14. Emergency Engine Kill: activates rigsaver valve on the engine. Cuts off engine air
supply. The engine will immediately stop, and rig functions will cease. Following use of
this device, the Rigsaver valve on the engine will have to be reset manually.
15. Horn: use this valve to activate the Air Horn.
16. High Idle: this switch puts the engine(s) into high idle mode.
17. High Idle Regulator: use this valve to adjust the rpm at which the engine(s) will run while
in high idle mode.
18. Crown Saver Emergency Stop. This device is used to immediately apply drawworks
braking. After use, the toggle valve on the drawworks will have to be reset, and the air
system cleared using the Crown Saver Reset button below.
19. Crown Saver Reset. Refer to Innovative Electronics control procedure.
20. Slips Air Pressure: displays air pressure in the slips pneumatic circuit. Normal readings
are between 0 and 125 psi.
21. Park Brake: pull out to engage park brake.
22. Engine Stop Switch: cuts off fuel supply to the ODS engine. To be used in normal
engine shutdown.
23. Engine Start Switch: activates engine starter on the ODS engine.
24. Slips Control: Down – closed; Up – open; Straight up – neutral.

2.5.3 Rig-Up Control Stand

1. Make Up Cylinder Control: raising this lever will extend the make up cylinder ram;
lowering the lever will retract it.
2. Break Out Cylinder Control: raising this lever will extend the break out cylinder ram;
lowering the lever will retract it.
3. Driller’s Side Winch Control (Braden 12,000 lb): lifting handle causes winch to spool line
in, thus raising load; depressing handle causes winch to spool line out, thus lowering
load.
4. Off Driller’s Side Winch Control (Braden 12,000 lb): lifting handle causes winch to spool
line in, thus raising load; depressing handle causes winch to spool line out, thus
lowering load.
5. Boom Winch Control (Braden BG-6): lifting handle causes winch to spool line in, thus
raising load; depressing handle causes winch to spool line out, thus lowering load.
6. Mast Scope Cylinder Needle Valve: opening this valve will cause the mast scope
cylinder to retract slowly.

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7. Hydraulic Function Selector Valve: In the Rig Up position, hydraulic flow is directed to
the rig-up control valves. In the Tongs position hydraulic flow is to the tongs. When not
rigging up or rigging down, this valve should be placed in the Tongs position – ensuring
that none of the rig up controls can be activated involuntarily.
8. Power Tong Hydraulic Pressure: displays hydraulic pressure in the power tong circuit.
9. Mast Latch: lifting this handle causes the mast latch cylinders to extend, inserting the
latch pins into sockets. Depressing handle causes cylinders to retract the pins from the
sockets.
10. Mast Scope: lifting this handle will extend the mast telescoping cylinders, scoping the
mast up.
11. Mast Raise: lifting this handle directs pressurized hydraulic fluid to the Mast Raise
Cylinders, extends the cylinders, and raises the mast. Lowering the handle causes the
cylinders to retract, and the mast to lower.
12. Off Driller Side Rear Leveling Cylinder: lifting this handle will raise the unit by scoping
the cylinder out; lowering the handle will lower the surface by retracting the cylinder.
13. Driller Side Rear Leveling Cylinder: lifting this handle will raise the unit by scoping the
cylinder out; lowering the handle will lower the surface by retracting the cylinder.
14. Off Driller Side Front Leveling Cylinder: lifting this handle will raise the unit by scoping
the cylinder out; lowering the handle will lower the surface by retracting the cylinder.
15. Driller Side Front Leveling Cylinder: lifting this handle will raise the unit by scoping the
cylinder out; lowering the handle will lower the surface by retracting the cylinder.
16. Hydraulic Pressure Gauge.

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2.6 Rigging Up
2.6.1 Preliminary
• Do not attempt to operate the rig past its rated capacities.
• Rated hook load capacity is with no pipe in the mast and zero wind.

2.6.2 Positioning the Rig

1. Supplemental footing (matting) on the well-site location must be provided for all rig
components depending on soil/ground conditions. The footing must be able to properly
distribute concentrated loads to the base material so that the ground is safely able to
bear the weight of the rig. Refer to API Standards or equivalent on masts for various soil
bearing conditions.

WARNING: Failure to provide sufficient footing could result in the rig overturning,
with extensive damage to equipment and/or serious injury to personnel.

2. Position Substructure and load beam in desired orientation to the well.

3. Back the rig up to the well. Rear (mast) screw jacks should be centered 4’ 6” from the
centerline of the well bore.
4. Position Jack pads.
5. Apply parking brake, switch pneumatic selector switch to “rig” position.
6. Ensure suction valves on the hydraulic tank are open.
7. Ensure vehicle transmission is in neutral, engage hydraulic pump.
8. Activate rig-up controls by switching rig-up valve to “rig-up” position using valve located
on Rig-Up control stand.
9. Activate the hydraulic jacks to remove load from the tires. The vehicle should be raised
about 1” and leveled laterally.
10. Spot and level the rig. Extend and secure belly and mast base screwjacks. Secure all
jack locking nuts.

WARNING: Under no circumstances should the rig be operated on in any way

without the jack locking nuts in place. Failure to secure locking nuts
could result in one or more jacks failing, causing the rig to turn over and
resulting in extensive damage to equipment and/or serious injury to
personnel.

2.6.3 Raising the Mast from the Cradle

WARNING: Before beginning this procedure, ensure that there are no power lines or
other overhead obstruction that the mast could contact when raised.
Check that the blocks are securely chained into their cradle.

NOTE: All controls for functions described in this section are located on the rig up control
panel mounted on the deck.

1. Release the headrest nylon strap from the mast.

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2. Run the engines at idle speed.

3. Ensure the control valve levers ‘Mast Scope’ and ‘Mast Raise’ are at center position.
4. Ensure suction valves on the hydraulic tank are open.
5. Inspect the fall arrest. This must be in good, safe, working condition prior to raising the
mast.
6. If necessary, bleed the mast raising cylinder. Gradually pull control valve ‘Mast Raise’
and open the bleed screw on the cylinder to allow air to flow from the hydraulic lines.
Close the bleed screw after the fluid has been bled of air.

NOTE: This will remove pressurized air from the system. All air must be removed and
replace with air-free hydraulic fluid.

7. Do one final circle check (walk around) of the unit prior to raising the mast. Carefully
check for loose items that could fall from the mast as it is being raised. Also check for
fluid leaks, obstructions or other abnormalities.
8. Raise mast bottom section by activating lever on control panel. While the mast is raising,
observe the hydraulic tilt ram cylinder to make sure it is extending properly. The lower
cylinder must be extended first, and the top cylinder extended last.

WARNING: Use extreme caution when raising the mast in low ambient
temperatures. If improper extension of the cylinders (due to frozen
moisture) is observed, stop and retract the cylinder. If allowed to extend
in improper sequence, the ram will switch to proper sequence when the
incorrect stage bottoms out. This will cause the mast to free-fall until the
ram becomes solid. This may cause extensive damage to the
equipment and/or serious injury to personnel.

9. When the bottom section is erect, secure the swing bolts.

10. Ensure the traveling block cradle chain remains attached to the blocks and is kept tight
by easing out the drilling line as required.

NOTE: Do not allow the fast and deadlines to become taut. This will act against the
hydraulic ram.

WARNING: Personnel must never work on the raised mast unless wearing a safety
harness.

11. Tilt the mast past vertical to approximately 3°.

WARNING: Use extreme caution when tilting the mast past vertical.

12. Function test drawworks brakes prior to removing cradle chain.

13. Make final adjustments by using the traveling block as a visual guide when the top
section is fully extended.

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2.6.4 Extending the Top Section

1. Ensure that the engine is running at idle speed.
2. Check to ensure the traveling block is as close as possible to the drill floor.
3. Check to ensure that all the wirelines are free of all obstructions.
4. Gradually pull control valve ‘Mast Scope’ and open the bleed screw on the cylinder to
allow air to flow from the hydraulic lines. Close the bleed screw after the fluid has been
bled of air.
5. Slowly extend the top section telescoping ram by raising the lever of control valve ‘Mast
Scope’.

NOTE: Closely monitor the hydraulic pressure while the top section of the mast is being
raised. The pressure should read between 1500-2000 psi. If the pressure is over
2000 psi and the top section of the mast does not extend, check the mast for
tangling of lines and objects between the top and bottom sections.

6. Ensure the top section of the mast is raised past the load transfer stops in the bottom
section. The load transfer latches travel about 2” (51 mm) past the load transfer stops
before the inner section meets the positive stops on the outer section.
7. Center the lever on control valve ‘Mast Scope’.
8. Extend the load latches with lever ‘Mast Latch’.
9. Lower the lever on control valve ‘Mast Scope’. This brings the top section of the mast
down to sit on the transfer stops of the lower section.
10. Confirm the mast is secured by climbing up the mast and visually inspecting the load
transfer latches to ensure that they are properly seated and fully extended.

WARNING: Personnel must never work on the raised mast unless wearing a safety
harness.

WARNING: If the load transfer latches are not fully extended, the top section of the
mast may fail. This may cause extensive damage to equipment and/or
personnel.

11. Open equalization valve to allow for expansion and contraction of hydraulic fluid in ram
with changes in ambient temperature.

WARNING: Changes in ambient temperatures may result in expansion of the fluid

within the rams, and may cause the ram to extend prematurely resulting
in mast failure, extensive damage to equipment and/or serious injury to
personnel.

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2.6.5 Final Rigging Up

WARNING: The rig may overturn if the mast is not rigged up as specified. This may
cause extensive damage to the equipment and/or serious injury to
personnel.

WARNING: Use forged steel eye turnbuckles only. Hook type turnbuckles are not to
be used.

NOTE: The mast is designed to withstand a steady wind velocity of 69 mph (112 km/hr, 60
knots) if it is guyed as specified in this manual. This is with pipe setback stacked full of
pipe and no hook load.

1. Deactivate rig-up controls by switching winch/rig-up valve to “tongs” position.

2. Install external guy lines following drawing 100067526 (Section 4).
3. Tighten the internal load lines until the lines are rigid.
4. Re-check the hydraulic leveling jacks to ensure they are stable on the base plates.
5. Connect all lighting circuits.
6. Install driller’s staircase, platform and handrails.
7. Connect all linkages, move drillers panel to driller’s platform.
8. Conduct a full driller’s panel function test.
9. The mast is now ready for operation.

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2.7 Care of Mast While Raised

1. Check the leveling jacks daily to ensure that there is no uneven settling. Adjust the jacks
if necessary. Provide proper drainage to prevent uneven settling in soggy soil
conditions.

NOTE: excessive moisture greatly reduces the ground’s capacity to bear weight.

WARNING: never use the jacks to level the rig while the mast is in the raised
position. Doing so could cause one or more of the jacks to fail, the rig to
overturn, and extensive damage to equipment and serious injury to
personnel.

2. The crown block sheaves should be lubricated once for each trip at the fittings provided.
For recommended greases, see lubrication section.

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2.8 Rigging Down

NOTE: Raising procedures are basically reversed for lowering the mast. Review the following
steps before proceeding.

2.8.1 Lowering the Top Section

1. Ensure all lighting circuits are disconnected.
2. Place the traveling block as near as possible to the bottom of the mast.
3. Clean exposed sections of cylinders prior to rig down.
4. Slack off both load lines. This enables the mast to be raised above the load transfer
latches.
5. Reactivate rig-up controls by switching rig-up lever to “rig-up” position. Disconnect all
guy lines.
6. Check telescoping ram bleeder valve and ensure that it is fully closed.
7. Engage the hydraulic pump.
8. If necessary, bleed scoping rams. Loosen the bleeder screws on top of both scoping
[Link] raise the lever on control valve ‘Mast Scope’ until the hydraulic fluid is
free of air.
9. Center the lever on control ‘Mast Scope’.
10. Retighten bleeder screws on top of both scoping rams.
11. Move the mast up by pulling the lever on control valve ‘Mast Scope’. Raise the mast
approximately 1” (25 mm).
12. Retract the load transfer latches by depressing lever ‘Mast Latch’.
13. Lower the mast by depressing the lever on control valve ‘Mast Scope’.
14. Return control valve ‘Mast Scope’ to the center position when the mast is full retracted.
15. Release the swing bolts on the front legs of the mast from the mast base.

2.8.2 Lowering the Mast to the Headrest

1. Ensure all electrical circuits have been disconnected.
2. Ensure all linkages have been disconnected.
3. Place the traveling block as near as possible to the bottom of the mast. Hang blocks in
the cradle with the chain provided. Install drill line on the half moons located on the mast
base.
4. Check that the oil level in the hydraulic tank is no more than half full before the mast is
laid down.

CAUTION: If the tank is more than half full, the reservoir may overflow as the mast is
lowered.

5. Clean exposed sections of cylinders prior to rig down.

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6. Check raising ram for air.

7. If necessary, bleed the air manually.
a. Engage the hydraulic pump.
b. Loosen the bleeder screws on cylinder.
c. Bleed the cylinder until the hydraulic fluid is free of air.
d. Close the bleeder screws.

WARNING: The mast may free fall when breaking over center if the air is not
completely bled from the system. This may cause extensive damage to
equipment and/or serious injury to personnel.

8. Depress the lever on raising ram valve ‘MAST RAISE’ to lower the mast to the
headrest.
9. While the mast is lowering, ensure that the hydraulic ram cylinders are retracting in the
proper sequence. The correct sequence is as follows:
1 - Top, small stage first.
2 - Bottom, large stage last.

NOTE: A flow control valve controls the retraction speed of the ram. Frozen moisture within
the ram can cause improper retraction sequence of the cylinders when operating under
low ambient temperatures.

WARNING: Use extreme caution when lowering the mast in low ambient
temperatures. If improper retraction of the cylinders (due to frozen
moisture within the ram) is observed, STOP. If allowed to retract in
improper sequence, the ram will switch to proper sequence when the
incorrect stage bottoms out. This will cause the mast to free-fall until the
ram becomes solid. This may cause extensive damage to equipment
and/or serious injury to personnel.

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2.9 General Care of Mast and Raising Mechanism

2.9.1 General Care of Mast
1. It is important to keep all sliding contacts, stops and guides clean and free of tar, sand
etc., and provide adequate lubrication with clean grease before each process of raising
or lowering the mast.
2. Pay special attention to all latches and sheaves to ensure that they move freely. If they
are not moving smoothly, dismantle and service when the mast is down. Provide
adequate lubrication with good quality thin grease.
3. Inspect all wire ropes, including operating lines, raising line and load lines for kinks,
broken wires or other damage.
4. Ensure that all the lines are correctly seated in the sheave grooves before operation.
5. Use the lowest practical line speed for all applicable operations.
6. Check and replace all damaged or bent load-carrying members. Do not try to straighten.
7. Check and replace all damaged compression members. Do not try to straighten.
8. Do not drill or burn holes in any member of the mast or weld any member to the mast.
This may reduce the structural integrity.
9. Inspect all welds periodically for cracks.
10. Lubricate all items that are part of the erection mechanism.
11. When operating under low ambient (sub freezing) temperatures, use extreme caution
during jarring operations. The mast capacity is significantly reduced by adverse
temperature conditions and shock loads. Under these conditions, it is up to the
experience of the operator to determine how much load the mast can safely withstand
before, during and after jarring.

CAUTION: Shock loads under these conditions can cause the mast to fail, resulting in
extensive damage to the equipment and/or personnel.

2.9.2 General Care of Raising Mechanism

1. For hydraulic oil, use only inhibited turbine oil with viscosity rating or 150 SSU to 225
SSU rated at 100ºF, or any equivalent hydraulic fluid (mineral base) with the same
viscosity rating.

CAUTION: Torque converter fluid or motor oil must never be used as this will destroy the
packing.

2. Constant checks should be made of the oil level as indicated on the dipstick.

CAUTION: If there is insufficient oil, the pump may suck in air, resulting in cavitation – the
pump may be seriously damaged. Note that the oil level should be at center gauge
line when the mast is still in vertical position and before it is lowered to horizontal
position. Otherwise, excess fluid may result in bursting the tank when the
hydraulic ram retracts.

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3. Change the hydraulic oil and clean the hydraulic oil tank once every six months;
preferably April and October.
a. Drain the tank completely and flush thoroughly with varsol.
b. Take the oil strainer out of the tank and clean carefully with varsol.
c. Remove all sediment from the pores with a clean fiber brush.
d. Flush out the tank with hydraulic fluid to remove the varsol. Put enough oil to cover
the bottom of the tank and drain. Do this as many times as required to remove the
varsol completely.

CAUTION: Do not allow the hydraulic pump to run while cleaning the hydraulic tank and
replacing the hydraulic fluids.

4. The oil system is automatically kept clean by oil filters. For best results, the filters should
be changed when the indicator flag turns red.
5. The oil level must be at the center gauge line when the mast is still in the vertical
position.
6. If the hydraulic rams need to be removed, drain the hydraulic oil first.
a. Open the bleeder plugs.
b. Push in the poppet at the hose end of the self-sealing coupling.
c. Collect the oil in a clean container and pour it back into the tank or dispose of
properly.
d. Open the bleeder plug on the cylinder when initially filling it with oil.

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2.10 Troubleshooting

CAUTION: Disconnect batteries before performing any welding.

2.10.1 Engine Problems

Engine Problems
Problem Possible Causes
Starting Difficulty • Line valves not open; tank empty.
Fuel failure, low pressure side
• Ice in lines or traps.
Note: Opening the bleeder valve and
cranking the engine may check this problem. • Cold fuel.
A pressure gauge should be used in the • Plugged fuel filters, or dirt in lines between filter and
bleeder valve hole to check for primary pump pump.
pressure. A hand plunger may be used on
the transfer, if desired. A substantial flow of • Fuel tank too low in relation to transfer pump.
fuel without air bubbles should exit from the • Dirt under transfer pump valves or worn valves.
bleeder opening.
• Air lock in fuel pump or injection pump.
• Safety switch not being held open by operator.
Starting Difficulty • Enrichment lever not in proper position; rack partly
Fuel failure, high pressure side closed in cold weather.
Note: This may be checked by loosening the • Stop control in wrong position.
line coupling nuts a few turns at each nozzle
and cranking the engine. A substantial flow of • Air locks in high pressure lines.
fuel should occur at each injection impulse. If • Broken or disconnected pump drive coupling.
no fuel appears and an adequate flow of fuel
is known to have reached the plungers, either
the plungers or delivery valves may be stuck
as a result of poor fuel, improper storage or
inadequate lubrication.
Starting Difficulty • Poor nozzle spray pattern or gummed or corroded
nozzles.
• Faulty injection timing.
• Glow plugs too cold.
• Battery voltage low. (A fully charged 12-volt heavy
duty battery at normal temperatures will show 10.5
volts while cranking)
• Poor compression. (Check each cylinder)
• Liquid lock between piston crown and cylinder head
due to flushing oil from storage, leaking head
gasket, or leaking injector.
• Low cranking speed due to weak batteries, poor
starter condition, or thick, cold oil.
Engine Stops Running • Lack of fuel.
• Fuel lines obstructed or broken.

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Engine Problems
Problem Possible Causes
• Automatic low oil-pressure or high water
temperature safety control may have operated.
• Excessive overload or improper governor
adjustment may cause the engine to stall.
• Plugged fuel tank vent.
• Damaged transfer or injection pump drive.
Low Power • Inadequate supply of fuel to pump.
• Fuel tank vent partially plugged.
• Faulty timing.
• Delivery valves not operating properly.
• Dirty or damaged injection plunger.
• Leaking fuel lines or air in lines.
• Damaged or excessive clearance in blowers.
• Overflow valve or injector drain line feeding back
into primary pump inlet.
• Dirty or clogged nozzles.
• Air cleaner or manifold obstructed.
• Low or uneven compression.
• Broken valve spring.
• Sticking valves.
• Badly worn rocker arms.
• Sticking cam followers.
• Bent throttle control linkage.
• Binding of injector rack control tube or injector
racks.
• Fuel oil not to specification.
• Improper exhaust line.
• Leaking turbocharger air connections.
• Dirty or damaged turbocharger.
• Improper intercooler operation.
Surging or Irregular Speed • Governor needs lubrication.
• Improper grade of governor oil. (Hydraulic
governors)
• Governor improperly adjusted.
• Injection pump.
• Lack of lubrication.
• Insufficient fuel supply for primary system.

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Engine Problems
Problem Possible Causes
• Irregular operation of automatic bleeder valve; air
entrapment in pump and lines, valves or nozzles.
• Inaccurate pump timing.
• Slipping clutch or belt drive; wide variation in loads
of poor regulation on electrical equipment.
• Dirty or damaged turbocharger system.
Overheating • Excessive exhaust back pressure.
• Restricted muffler or loose baffles in muffler.
• Cooling system.
• Insufficient coolant.
• Radiator frozen or clogged. (Tubes and tanks)
• Radiator core dirty. (External)
• Water hose clogged.
• Slipping fan belt.
• Thermostat stuck.
• Cooling system inadequate.
• Improper air recirculation.
• Aeration of water from leaking gaskets or pump.
• Defective water pump.
• Excessive back pressure on external cooling
system.
• Air shroud, air stack, cylinder-head fins or cylinder
blocked with debris.
• Combustion.
• Improper fuel.
• Faulty injection timing, retarded or wrong cycle.
• Faulty injection nozzle.
• Pump setting incorrect.
• Lubrication.
• Improper or excessive time between oil changes.
• Air locked or plugged oil filter, cooler or screen.
• Load.
• Prolonged service at excessive load.
• Improper synchronization of two or more engines.
• Installation.
• High exhaust back pressure to improper piping or
muffling.

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Engine Problems
Problem Possible Causes
• Insufficient air circulation when engines are
operating in closed spaces.
• Improper turbo charging; intercooler too hot.
Low or Fluctuating Oil Pressure • Insufficient oil.
• Dirty filters, oil coolers or sump screen.
• Improper grade of oil.
• Foaming oil due to water leakage.
• Valve.
• Worn, sticking or loose relief valve.
• Vent behind relief valve plugged.
• Inaccurate pressure gauge.
Shutters Not Operating • Check for incorrect installation.
• Check control unit at bottom of shutter for proper
operation.
• Insert sending unit.
• Check for damaged louvers.
Engine Overheating • Check oil level.
• Inspect radiator system for leaky hose connections
etc. and coolant levels.
• Ensure that gasket used in transportation is
removed when installing radiator and hoses.
• Check that fan belts are correctly tensioned.
• Check water pump.

2.10.2 Air System Problems

Air System Problems

Problem Possible Causes
Improper Air Pressure • Ensure compressor output is 120 PSI.
• Alcohol bottle.
• Air reservoir and relief valves.
• Check main air line for breakage or split hoses.
• Ensure that all connections are tight.
No Air to Rear Bogies, Front Axles and • Check air reservoir connections.
Tag Axles
• Inspect Williams control valve.
• Inspect quick release valves.
• Check brake chambers and their connections.
• Inspect front axle limiting valve.

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Air System Problems

Problem Possible Causes
• Check air bags for leakage.
• Check air pressure.

2.10.3 Carrier Problems

Carrier Problems
Problem Possible Causes
Hydraulic Problems • No oil in reservoir.
• Gate valve on reservoir in closed position.
• Pump not functioning correctly.
• Bank valves not functioning.
• Check valve not working.
• Quick couplings not connected properly.
• Pipes or hoses are clogged.
• Oil filter is plugged.
• Hoses are crossed.
• Hoses are kinked.
• Restriction on return lines.
• If two hydraulic pumps are used with check valve,
bleed suction lines to each pump.
• If there is no pressure in system and hydraulic pump
is not working, check Chelsea clutch and
transmission pressure.
Power Steering Pump • Check oil reservoir.
• Check hoses.
• If pump is belt driven, check tension and adjust if
necessary.
• Check relief valve.
• Check if rotation of pump is correct.
• Ensure that recommended power steering oil is
used.
Steering • Check power steering brain.
Note: If lines are crossed from the pump to
• Check clearance in power steering brain.
the steering brain, it will damage the steering
box. • Check hoses and pipes for restrictions.
• Check steering rams are not loose.
• Ensure that all nuts are tight on steering rams.
• Check for proper alignment.
• Check “U” bolts, springs and torque rods.

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Carrier Problems
Problem Possible Causes
Hydraulic jacks • Check for worn seals.
• Check that shear pin at bottom of jack isn’t broken.
• Ensure that hoses are not crossed.
• If jack is retracting, check bank valve for seeping oil.

2.10.4 Gearbox Problems

Gearbox Problems
Problem Possible Causes
Overheating • Check that oil level isn’t too high.
Note: Gearbox will run extremely hot with no
• Make sure that vent plug is installed on capsule.
load and high RPM. Temperature should not
exceed 149ºC or 300ºF.
Oil Leaks • Check that there are no broken shims.
• Check that inspection plate is bolted securely.
• Check that vent cap is not missing.
• Check for damaged input shaft seals.
• Check seal installation.

2.10.5 Drawworks Problems

Drawworks Problems
Problem Possible Causes
Drill Line Not Spooling Properly • Check that kicker plates are installed.
• Check drilling line for damage.
Chain Slapping Against Guard • Inspect chain for wear. When test running
drawworks do not run faster than 4 gears. Any
speed over 4 gears is too fast.
• Check that bolts for inspection cover plate aren’t too
long.
Clutches Not Releasing Fast Enough • Check that quick release valve isn’t installed too far
away from clutch.
• Check that quick release valve functions properly.
• Check that the quick release valve has been
installed.
• Check air lines for a blockage.
• Inspect clutch air bag for damage.

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Drawworks Problems
Problem Possible Causes
Oil Shield Rubbing • Check that oil shield is not twisted or bent.
• Check for loose or missing bolts.
• If the inner drum guard is welded too far out on
adapter ring it will rub against oil shield.
Noisy Operation • Check to see if the chain is worn.
• Inspect the bearings for wear.
• Inspect sprocket for wear.
• Check to see if chain is loose and trying to climb
sprocket.
• Check to see if shaft in case is straight.
• Check to see if sprockets are in line.
Excessive Vibration • Driveline yokes not parallel with each other.
Note: Ensure there is enough travel in
spline on driveline.

2.10.6 Mast Problems

Mast Problems
Problem Possible Causes
Mast Will Not Raise • Check that mast has been released from headrest.
• Check oil level in reservoir, perhaps it is too low.
• Check suction valve on tank, if it is closed the mast
will not raise.
• Check that hydraulic pump is operating properly and
kicks in.
• Check that relief valves on bank are working.
• Check that pressure or return hoses are not
plugged.
• Check that quick couplings are connected properly.
• Check that the air has been bled from the ram
properly.
• Check that hydraulic lines are not crossed.
• Check that bank valve is working properly.
• Ensure that lugs on mast ram beam do not interfere
with raising ram lugs.
• Check to see if drill line, sandline or guy line are not
caught on main rig structure.

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2.10.7 Roller Chain Drive Problems

Roller Chain Drive Problems

Problem Possible Causes
Excessive Noise • Chain striking on obstruction.
• Replace chain and eliminate interference.
• Loose casing or shaft mounts.
• Tighten bolts, realign drive, and retension chain.
• Excessive chain slack.
• Re-tension chain.
• Excessive chain wear.
• Replace chain and sprockets and realign sprockets.
• Sprocket misalignment.
• Realign sprockets. Retension chain.
• Replace chain and sprockets if necessary.
• Inadequate lubrication.
• Re-establish proper lubrication.
• Replace chain and sprockets if necessary.
• Chain pitch too large.
• Redesign drive for smaller pitch chain.
• Too few sprocket teeth.
• Check to see if larger sprockets can be used.
Chain Climbs Sprocket Teeth Excess chain slack.
• Retension Chain.
Excessive chain wear.
• Replace and retension chain.
Excessive sprocket wear.
• Replace chain and sprocket and realign sprockets.
Extreme overload.
• Replace chain and eliminate cause of overload.
Chain Clings to Sprocket Excessive sprocket wear.
• Replace chain and sprockets and realign sprockets.
Sprocket misalignment.
• Realign sprockets. Replace chain and sprockets if
necessary.
Wear On Inside of Link Plates and On One Sprocket Misalignment.
Side of Sprocket
• Realign sprockets. Replace chain and sprockets if
necessary.

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Roller Chain Drive Problems

Problem Possible Causes
Tight Joints Dirt or foreign material in chain joints.
• Clean and relubricate chain.
Inadequate lubrication.
• Replace chain and sprockets if necessary and
realign sprockets.
Corrosion or rust.
• Replace chain and sprockets if necessary and
realign sprockets.
Overloads bends pins or spreads roller link plates.
• Replace chain and eliminate cause of overload.
Turned Pins Inadequate lubrication.
• Replace chain and re-establish proper lubrication.
Overload.
• Replace chain and eliminate cause of overload.
Enlarged Holes Overload.
• Replace chain and eliminate cause of overload.
Cracked Link Plates (Fatigue) Loading above chains dynamic capacity.
• Replace chain and eliminate cause of high loading,
or redesign drive for larger chain.
Cracked Link Plates (Stress Corrosion) Exposure to corrosive environment combined with stress
form press fit.
• Replace chain and protect from hostile environment.
Broken Pins and/or Broken Link Plates Extreme Overload.
• Replace chain and eliminate cause of overload, or
redesign drive for larger chain.
• Replace sprockets if necessary.
Broken, Cracked or Deformed Rollers High Speed impact, or sprockets too small.
• Replace chain. Possibly redesign drive for smaller
pitch chain or larger sprockets.
Chain riding high on sprocket teeth.
• Replace chain and readjust tension more often.
Pin Galling Speed/load too high.
• Reduce speed or load. Possibly redesign drive for
smaller pitch chain.
Inadequate lubrication.
• Provide or re-establish proper lubrication.
Worn Link Plate Contour Chain dragging on case, guide or obstruction.
• Replace chain when 5% of contour worn away.

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Roller Chain Drive Problems

Problem Possible Causes
Retension chain and eliminate interference.
Battered Link Plate Edges Chain Striking Obstruction.
• Replace chain and eliminate interference.
Missing Parts Missing at assembly.
• Replace chain.
Broken and lost.
• Replace chain.
Rusted Chain Exposure to moisture.
• Replace chain and protect from moisture.
Water in lubricant.
• Replace chain and protect from moisture.
Inadequate lubrication.
• Provide or re-establish proper lubrication.
Corroded or Pitted Chain Exposure to corrosive environment.
• Replace chain and protect from hostile environment.
Missing or Broken Cotters Vibration.
• Replace chain. Reduce vibration. Use larger
sprockets.
• High Speed.
• Replace chain. Reduce speed. Redesign drive to
use smaller pitch chain.
Striking obstruction.
• Replace chain. Eliminate interferences.
• Cotters installed improperly.
• Correct Installation.
[Link] Glossary of Roller Chain Terms
Pitch Distance from the centerline of one pin to the next.
Roller Width Width of the rollers.
Bushing Fits inside rollers, looks similar, but is smaller in diameter and longer.
Presses into inside link plates.
Pin Fits inside bushing and holds the outside linkplates together. Pressed into outside linkplates.
LinkPlates Total of four, two inside and two outside. Holds chain together.
Master Link Also known as connecting link. Used to shorten chain by one pitch.
Replaces one pin link and one roller link.
Connecting link Same as above.
Half Link Also known as offset link. Used to shorten chain by one pitch. Replaces
one pin link and one roller link.

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Offset Link Same as above

Cotters Heat treated spring steel wires formed into a shape on two legs with an
eye that is used to help hold link plates on pins.
Cotter Pin Chain Chain with pins riveted on one end and has cotter pins on the other end.
Riveted Chain Chain with both ends of the pin riveted or side masked.
ANSI American National Standards Institute.
API American Petroleum Institute.

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2.10.8 Electrical Problems

Electrical Problems
Problem Possible Causes
Electrical Problems • Check battery cables are hooked up correctly.
• Inspect for broken wires or bad connections.
• If there is no power at all, check hobb’s switch,
which is installed under the alternator on driller’s
side or check wire from hobb’s switch to the battery.
• If there are light failures, check fuses in cab.
• If tachometer does not work, check probe on
alternator. If probe is connected then there could be
alternator failure.
• If speedometer does not work, check for broken
wire in sensor, or sensor is loose.
• If shifter does not work, check electrical connections
inside shifter. The safety switch is installed inside
shifter.
• If back up alarm does not work, check for broken
wires or faulty hobb switch near shuffle valves.
• If starter does not work, check switch.
Maxi Brakes Will Not Release • If there is not sufficient air pressure on the service
Note: The maxi brakes are a spring-applied side of the brakes, the maxi brakes will not release.
brake that requires 90 psi of air, supplied and Ensure air pressure is adequate
held in order for them to release.
• Check to see if the air compressor system is
working and has no major leaks could fix this
problem.
Circuit Breakers • If for some reason power to any part of the electrical
Note: There are a number of circuit breakers system is not present, a check to see if any
located in the box beside the drivers cab. breakers have tripped should be performed.
• The breaker will have a white section showing if the
breaker has been tripped. Pushing this button IN will
reset the breaker.
• If the same breaker fails repeatedly a service
technician should be called.

[Link] Engine Gauges: (Located in the Driver’s Cab)

The engine gauges located on the driller’s panel and in the cab of the rig should read normal
values as long as there is not something wrong with the engine. If these gauges are not working
properly or are reading values higher then normal, a service technician should be called. In most
cases a check engine light will come ON if values are either too high or too low.
[Link] Transmission Gauges: (Driver’s Cab)
These gauges should be checked periodically to ensure the transmission is operating within
ranges. An error code will occur if the values are too low or too high depending on if it is
pressure or temperature related. In some cases the transmission could be shut down or
disabled depending on what error has been received. If this occurs a service technician should
be called.

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2.11 Lubrication
2.11.1 Introduction
The lubricating engineers employed by both the manufacturers of drilling equipment, refining
companies and others cooperate in preparing specifications and schedules designed to give the
user the optimum operating life of your equipment.
In all cases, the weight and grade of the lubricant recommended by the manufacturers should
be used. Also, the proposed schedule of applying lubricants and changing oil should be
followed.
Lacking such information, this section will give you reasonable hints that may be followed.

2.11.2 General Advice on Lubrication

Greases
Where greases are used, either by gun or cup application to a smooth journal or bearing, a
sufficient amount should be applied so that a small amount is forced out the bearing. This
removes any dirt or abrasive particles and, being on the outside, acts as a seal to prevent dirt
from entering the bearing. If the bearing has seals, care should be taken to add just enough
lubricant to replace that used. Too much may rupture the seals. With packed bearings the
bearing should be removed and cleaned thoroughly before repacking.
Care should be used when changing from one base thickened grease to another. Be sure that
all of the old grease is removed or purged from the bearing. Otherwise the two bases may react
to reduce consistency and allow grease to run out of the bearing.
Lubricating Oils
The additives in one oil (possible different refineries) may not blend with those of another. This
may form corrosive and/or abrasive materials or may result in less effective lubrication. It would
be a safe practice to flush and clean out the entire lubrication system when changing from one
brand or one with different additives to another.
Engine Conditions
Worn liners and rings allow blow by that contaminates the crankcase oil with unburned fuel and
combustion products. If the rings and liners are worn, the oil cannot effectively seal against the
high pressures developed after ignition starts.
Combustion products are water and carbon dioxide, which if allowed to accumulate in the
crankcase, will cause severe corrosion of the bearings and possible lacquering. The combustion
products may be removed by adequate crankcase ventilation at operating temperatures.
Cooling System
The cooling system of any internal combustion engine plays an important part in the
effectiveness of the lubrication system. If the heat is not removed from the cylinder liner fast
enough, the inside of the liner becomes hot enough to carbonize the lubricating oil. As the oil is
destroyed by heat, it loses its lubricating quality. It also deposits carbon on the inside of the liner
causing excessive wear, and if the deposits become thick enough, freezing of the pistons.
In hard water areas, good cooling water may be obtained by using one of the commercial tank
or filter type softeners.

2.11.3 Record Keeping

Logs
Accurate records or logs should be kept with respect to engine performance such as oil and fuel
consumption. Most engine manufacturers have available engine log forms, which are in
considerable detail for their engines. If these are not handy, the Drilling Technology Committee

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of the IADC has prepared an engine log form of a general type that is applicable to all makes
and types of engines. This form is available from the Houston office of IADC.
Checklist
A checklist or lubricants survey, indicating all points of lubrication on the rig should be prepared.
This list should include all points of lubrication on the power equipment, as well as the hoisting
equipment and mud conditioning equipment.
The following is an example of a possible lubrication Checklist item:

Item Method Lubricant When Who

Crown Block Gun No. 2 EP Each trip or every Daylight derrick man
24 hours

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2.11.4 Lubrication Fluid and Grease Recommendations

The recommendations made here may be used as a guide to similar products. The customer is
not limited to the product examples provided here.
Proper lubrication is essential to ensure trouble-free operation of machinery and equipment.
When important equipment breaks down it means expensive repairs, production losses and
costly downtime.
The following recommendations are for hydraulic oils/circulating fluids/coolants, which have
been designed for efficient equipment operation during the harshest conditions. They provide
excellent fluidity in sub-zero temperatures, as well as proven protection in summer conditions.
These advanced technology fluids help to provide long life performance and optimum
component protection.
Engine Oil
60 Series Rig 15W-40 Motor Oil
Rig Transmission
0W-30 Transmission Fluid
Steering Fluid
Univis N22 Hydraulic Fluid

Hydraulic Oil
Univis N22 Hydraulic Fluid

Engine Coolant
Norkool 50/50

Winch Gear Box

75W-90 Gear Oil
Drawworks Chain Oil
75W-90 Gear Oil
Drawworks Right Angle Gearbox
75W-90 Gear Oil
Drawworks Coolant
Norkool
Differential Gear Oil
75W-90 Gear Oil
Grease
Draw works EP2 Lithium Base
Crown and block bearing EP2 Lithium Base
Drive line U-joints EP2 Lithium Base
Wheel bearings EP2 Lithium Base
Steering arm EP2 Lithium Base

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