Rig Inspection Workshop

Course book
Land rigs - Jack-up rigs - Platform rigs

Author: Jaap Peetsold

For further information regarding ModuSpec Training please contact us.

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 Rig Inspection Workshop 4.0
Table of contents

Table of contents

Table of contents ............................................................................. 3

Chapter 01 – Drilling equipment ........................................................ 5
Chapter 02 – Mud processing equipment ......................................... 183
Chapter 03 – Engine room and power plant...................................... 239
Chapter 04 – Electrical equipment .................................................. 295
Chapter 05 – Safety equipment ...................................................... 355
Chapter 06 – Marine equipment ...................................................... 385
Chapter 07 – Well control equipment .............................................. 415
Chapter 08 – Appendices ............................................................... 523

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Rig Inspection Workshop 4.0
Table of contents

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 Rig Inspection Workshop 4.0
Land rigs – Jack-up rigs – Platform rigs

Chapter 01
Drilling equipment

1 Drawworks ................................................................................ 7
1.1 Introduction ........................................................................ 8
1.2 Drawworks checklist .......................................................... 30
1.3 Hyperlinked images and drawings from the Drawworks
Checklist presentation ........................................................ 32
1.4 Drawworks: photos and drawings ........................................ 36
2 Rotary table ............................................................................ 48
2.1 Introduction ...................................................................... 48
2.2 Rotary table checklist ......................................................... 49
2.3 Hyperlinked images and drawings from the the Rotary Table
Checklist presentation ........................................................ 50
2.4 Rotary Table: photos and drawings ...................................... 51
3 Top drive ................................................................................ 61
3.1 Introduction ...................................................................... 62
3.2 Top drive checklist ............................................................. 73
3.3 Hyperlinked images and drawings from the the Top Drive
Checklist presentation ........................................................ 74
3.4 Top drive: photos and drawings .......................................... 76
4 Independent swivel .................................................................. 88
4.1 Introduction ...................................................................... 88
4.2 Independent swivel checklist............................................... 89
4.3 Hyperlinked images and drawings from the independent
swivel checklist presentation ............................................... 90
4.4 Independent swivel: photos and drawings ............................ 92
5 Crown and travelling block ........................................................ 98
5.1 Crown block introduction .................................................... 98
5.2 Travelling block introduction ............................................... 99
5.3 Introduction to the crown block and travelling block ............. 100
5.4 Crown block checklist ........................................................ 106
5.5 Travelling block checklist ................................................... 106
5.6 Hyperlinked images and drawings from the Crown Block
Checklist and Travelling Block Checklist presentation ............ 107
5.7 Crown block and travelling block: photos and drawings ......... 110
6 The derrick ............................................................................. 118
6.1 Introduction ..................................................................... 118
6.2 Derrick checklist ............................................................... 119
6.3 Hyperlinked images and drawings from the Derrick Checklist
presentation .................................................................... 120
6.4 Derrick: photos and drawings ............................................ 124

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7 Winches ................................................................................. 142

7.1 Introduction .................................................................... 142
7.2 Air winches: man-riding winches ........................................ 143
7.3 Man-riding winch.............................................................. 149
7.4 Winch checklist ................................................................ 153
7.5 Hyperlinked images and drawings from the Winch Checklist
presentation .................................................................... 154
7.6 Air winches: photos and drawings ...................................... 156
8 Lifting and handling equipment ................................................. 164
8.1 Introduction .................................................................... 164
8.2 Lifting and handling equipment checklist ............................. 165
8.3 Hyperlinked images and drawings from the Lifting and
Handling Equipment Checklist presentation ......................... 166
8.4 Lifting and handling equipment: photos and drawings ........... 167

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1 Drawworks

What is it?
Kind of powerful electrically driven winch.
DC driven by two or three DC motors or AC driven in combination with a
VFD drive and gearboxes on modern rigs.

What does it do?

The drawworks lowers and lifts the drill string and casing.
The drawworks raises the derrick with land rigs using special raising lines.

How much power?

Depends on the rig from 1-2 million lbs pulling capacity.

Special features?
Some drawworks on older land rigs drive the rotary table as well using a
heavy duty chain drive.

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1.1 Introduction

Figure 1 - Overall picture of the layout of the drill floor, derrick,

travelling block and crown block.

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Figure 2 - Layout with the drawworks components.

The drawworks is one of the most important items on the entire rig. The
drawworks is, together with the top drive, the variable-frequency drive
(VFD), the main engines, the mud pumps and the BOP, considered the most
important equipment item on the rig. The correct operation of the
drawworks components is often not fully understood by the rig crews. We
will explain the main operational issues in this introduction.

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Figure 3 - The wear spots of the drill line.

We can find the following wear on the drawworks:

 wear on the fastline sheave
 wear on the sheaves caused by a too-large fleet angle
 wear on the hardened profile of the sheave
 wear on the drum at the LeBus groove
 wear on the drill line caused by wires touching each other on the drum

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Figure 4 - Vibration wear on the drill line.

Whip and vibration can cause wire fatigue due to the very small movement
between the wires and the stands of the drill line (see the following page for
the wire specifications). When the lines are 'whipping' together in the
derrick, this can cause abrasive wear. Vibration may also cause lateral
movement of the sheaves, thus causing abrasive wear.

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Figure 5 - Wire rope unwrapped, showing its different components.

For example, the drill line in use is 1" x 5,000' 6x19 S PRF IPS IWRC. What
does that mean?

Wire Specifications
1" = diameter of the line (in inches)
5,000' = length of the line (in feet)
6 = number of strands per line
19 = number of wires per strand
S = seal pattern
PRF = preformed strands
RRL = Right Regular Lay
IPS = Improved Plow Steel
IWRC = Independent Wire Rope Core

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Figure 6 - Sheaves do not all move at the same speed.

The maximum recommended drum speed is approximately 4,000 feet per

minute. The travelling block is lowered in approximately 12 seconds for one
stand (93 feet) when the rig is using a six-line system.
If the line is paid off the drawworks drum, the speed will be 6 x 93 feet =
558 feet in just 12 seconds.
Consequently, the drum speed will be 558 x 12 : 60 = 2,790 feet per
minute.
If the line is later strung to 8 lines, the drum speed per stand at 12 seconds
becomes: 93 x 8 lines = 744, therefore 744 x 60 : 12 = 3,720 feet per
minute

Drum speed in feet per minute:

60 seconds
x stand length (feet) x number of lines
Block speed seconds/stand

Figure 7 - The maximum number of lines 'strung' depends on the

number of sheaves in the crown and travelling block.

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Question: There are six sheaves reeved on the crown-block. How many
'lines' are strung?
Answer: Twelve lines.
Question: What is the mechanical advantage rate of this set-up?
Answer: 12:1
Question: When the load on the block is 400,000 lbs, what is the load on
the fastline?
Answer: 33,333 lbs (ignoring the friction)
Question: When the load is lifted 100 feet into the derrick, how much
wire is taken from the drawworks drum?
Answer: 1,200 feet

Figure 8 - Single sheave. Figure 9 - More than one sheave.

The single sheave means there is no The mechanical advantage is equal to

mechanical advantage. The effort it the number of lines connected to the
takes to pull the load is equal to the two pulleys. The advantage of the two
weight of the load itself. pulleys means that we only have to
pull half the load to lift it entirely.

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Fleet angles
Rate A:B Fleet angle
degrees
0.009 0.50
0.013 0.75
0.017 1.00
0.022 1.50
0.026 1.50
0.031 1.50
0.035 2.00
Figure 10 - The drawworks fleet angle and the table showing how to
calculate the fleet angle.

The fastline should line up with the centre of the drawworks drum. The angle
of the wire in relation to the centre line is called the fleet angle. An
excessively large fleet angle will cause wear on the side of the drill line.

Question: How do we calculate the fleet angle (see the right-hand picture of
Figure 10)?

Let's assume that the distance B = 150 feet and distance A = 3 feet. This
means that the ratio between A and B is A:B = 3 : 150 = 0.02. As this is
closest to 0.022, it means a fleet angle of 1.5 degrees.
The maximum fleet angle for smooth drums is 1.5 degrees.
The maximum fleet angle for grooved drums is 2.0 degrees.
The mathematical calculation for the fleet angle is tan W = A:B

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1.1.1 Sheave wear

The main causes of sheave wear are as follows:
a) extremely heavy loads
b) very quick stopping or starting of the drawworks
c) vibrations and whipping
d) incorrect fleet angle
e) differences in the rope and sheave diameters
f) worn sheave bearings

Causes a, b and c are due to the incorrect operation standards. Causes d, e

and f are due to the incorrect design and maintenance standards. An
excessive fleet angle will create abrasive wear to both the sheave and the
drill line, resulting in the excessive and uneven wear of the groove radius.
We will discuss how to measure the sheaves in the chapter on the crown
block.

Figure 11 - Sheave cluster of the crown block made by NOV.

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1.1.2 Drum wear

Figure 12 - Drawworks without a drill line installed (clearly visible

are the LeBus grooves).

Inspection criteria for the drum:

a) Inspect the condition and the adjustment of the kickback rollers.
b) Check the wear pads at the side of the drum.
c) Check the LeBus groove with a gauge.

Figure 13 - The LeBus groove with the drill line installed in the
recommended way.

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1.1.3 Line wear

Line wear cannot be eliminated - it can only be monitored and controlled. A
good way to manage line wear is using a proven tonne-mile programme. The
most likely causes of line wear are the following:
a) excessive weight
b) raising and lowering too fast
c) stopping too quickly
d) poor spooling on the drum
e) contamination by extreme degreasers like acid or heavy brine

Figure 14

Good spooling shows

the outer layer resting
in the grooves of the
lower layer.

Figure 15

Poor spooling caused

by a slack line can
leave a gap that the
next wrap falls into.
This could be covered
by the same wrap, thus
causing another
crossover point.

Figure 16

A worn drill line left on

the drum after a slip-
and-cut operation may
have a smaller
diameter (the dark
colour in the drawing).
A newer drill line laid
over the top may not
fit the grooves, thus
causing uneven
spooling.

Cutting the line allows worn sections to be removed from the system. Simply
slipping is not recommended, as it does not move the crossover points on
the drum. As the drill line diameter reduces with wear, any worn drill line
(i.e. with a smaller diameter) kept on the drum may result in spooling
problems and further damage.

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[Link] Summary line wear

The most likely prevention of wear on the drill line is as follows:
1. Crossover and pick-up points are most critical.
2. The fastline speed/whip/vibration needs to be controlled.
3. Carry out a rig-up to verify that the fleet angle is correct after the rig-up
inspection.
4. Increased maintenance to ensure that the sheave and drum grooves are
in good condition.
5. Increased checks on the drill line diameter.
6. Increases in the cut-and-slip programme to move the critical wear
points.

Proper procedures and maintenance routines:

a) Proper care will extend the life of the drill line.
b) Prevent contact with sharp objects.
c) Keep the drill line clean from mud, sand and corrosive chemicals.
d) Do not use the drill line near an arc welding circuit.
e) Protect the drill line when welding is carried out in the vicinity.
f) Do not clean the drill line with solvents.
g) Lubricate as necessary.

Figure 17 - Conventional drawworks with main components.

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1.1.4 Modern drawworks

The conventional drawworks (see Figure 17) was constructed with the
following components:
 a low and a high clutch
 two brake bands connected with an equalizing bar
 a coupling at the end to be connected to the eddy current brake
 two or three 1,000-horsepower DC motors driving the drawworks
 two catheads to be used with the rig tong

Modern drawworks may not be DC-driven, but they can be AC-driven and
can have two types of disk brakes installed. The following schematic
depicted below shows one of the new drawworks designs by NOV.

Figure 18 - NOV ADS-10 drawworks.

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[Link] The NOV ADS-10 drawworks

Description
The NOV ADS-10D Automated Drawworks System (ADS) is used for hoisting
the travelling equipment of a drilling rig to remove and insert tubulars into
the wellbore. The ADS is a gear-driven drawworks with VFD-controlled AC
motors and multi-plate friction brakes. Optional-resistive (regenerative)
braking via the main motors can be applied to augment the friction brakes.
The drawworks components are mounted on a unitized skid. The driller, at
an operator control station, uses a dedicated joystick and switches in order
to remotely operate the ADS through a Varco Integrated Control Instrument
System® (V-ICIS).
Wire rope drum
The wire rope drum is supported by two bearing carriers mounted to a
structural steel skid. The drum is fitted with Lebus grooving for customer-
specified wire. A crown saver toggle valve is located above the drum. The
valve is located where it can be activated by the wire rope, just short of the
point at which a crown collision would occur. When the valve is activated, it
sends a signal to a crown saver pressure switch that disengages the
clutches, activates the brakes and stops the rotation of the drum rotating
(this applies to the DC drawworks). On the AC drive system the power to the
drawworks is isolated in case the crown saver is activated.
Gearboxes (dry sump)
The 1500-horsepower, single-speed, double-reduction gearboxes transfer
power between the AC motors and the wire rope drum. Mounted on the
clutch shaft is a pneumatically released, spring-operated multi-disc clutch
that transmits torque between the first and second gear reduction. The
clutch must be engaged for velocity control by the motors during hoisting
and lowering. Lubricating oil for the gears and bearings is supplied by an
external electrical pump system with a frame-mounted reservoir.
Gearboxes (wet sump)
The wet-sump gearbox is similar to the dry-sump gearbox, apart from the
fact that the lubricating oil for the gears is supplied by the sump inside the
gearbox. Lubricating oil for the bearings is supplied by an external lube
system.
Clutch
The clutch provides the opportunity to disengage the drive motors from the
drum shaft. It is used in ESD situations to reduce the (motor) inertia that
the plate disc brakes must retard. It is also used when electrical repairs or
maintenance tasks are being performed, and when it is necessary to tune
the VFDs by running motors or the change of motors.
AC motors
The ADS uses 1,150-horsepower (continuous rating), variable-speed AC
motors to drive the wire rope drum through the gearboxes. The motors are
coupled to the gearboxes with double-spherical gear drive couplings. The
wide range of motor speed allows the ADS to achieve a broad range of
hoisting speeds. The use of multiple motors increases the hoisting capability.
Motor blowers
The motor blowers provide open-loop, forced-air cooling to the AC motors.

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Friction brakes
The brake is a combined spring-/air-operated, multi-plate disc brake. It
applies braking to the drum during operations, as well as parking braking.
Two braking methods are available to the operator: dynamic breaking using
the friction brakes, and regenerative braking through the AC motors. One
brake is mounted at each end of the drum shaft. The rotating brake discs
are spline-coupled to the drum shaft, and the brake housing is attached to
the skid. Each brake has three water-cooled discs for dynamic braking
control and a single, air-cooled brake disc for extra static parking and
emergency stopping capacity.
Rotary encoders
Rotary encoders provide speed and block position information. Encoders are
directly coupled to each motor and coupled to the clutch shaft by means of a
drive belt.
Sensing and feedback devices
Sensing devices are used to monitor the equipment functions. Sensor device
outputs are sent to the control system, where they are processed to provide
feedback for closed-loop control and to display status information to the
Driller. Several types of sensing devices are used.
ADS control system
The ADS control system processes all the data from the operator controls to
the drawworks, and all the feedback from the drawworks to the operator.
The processed data is used to control all the drawworks functions, and to
inform the operator of the drawworks operations and status. The control
system also provides the following safety features:
 drill line protection
 collision protection
 equipment protection
Optional desert kit
An optional desert kit includes sand filters on the blowers and 55º C
ambient-temperature-rated ancillary motors (blower motors and lubricating-
oil pump motor) and main AC motors.

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Figure 19 - NOV ADS-10D water-cooled disc brakes.

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Figure 20 - Connections of the disc brake onto the drawworks main

shaft.

Figure 21 - NOV ADS-10DT gearbox.

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[Link] Electronic driller window

Electronic Driller
Ref # Field Name Description Pass / Fail
1 Autodrill
Analog and digital display of standpipe
2 SPP
pressure
3 ROP Displays actual ROP
4 ROP Setpoint Adjustable ROP Setpoint
5 WOB Displays actual WOB
6 WOB Setpoint Adjustable WOB Setpoint
7 Torque Displays actual Torque
8 Torque Setpoint Adjustable Torque Setpoint
9 DeltaP Displays actual DeltaP
10 DeltaP Setpoint Adjustable DeltaP Setpoint

Figure 22 - Clear indications on computer screens (the presently

selected format is Autodrill).

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[Link] DWCS main screen

DWCS Main Screen

Ref # Field Name Description Pass / Fail
1 Drawworks Mode
Switches ADS control to Normal Mode.
2 Normal
Speed is 100% of driller setting.
Switches ADS control to Slow Mode.
3 Slow
Speed is limited to 10% Speed.
Switches ADS control to Electronic
4 Electronic Driller
Driller Mode.
Switches ADS control to local control
5 Slip & Cut
for Slip & Cut control.
Switches control to Brake Only Mode
6 Brake Only allowing the system to lower on brakes
alone.
7 Drum Speed Setpoint Displays commanded drum speed.
8 Block Velocity Displays commanded block velocity
9 Drum Speed Actual Displays measured drum speed.
Drawworks On Switches Motors and auxiliaries On/Off
Displays measured hookload from
10 Hookload
selected hookload sensor.
11 Velocity Limits
Allows Driller to enter maximum
12 Max Hoist
hoisting velocity.

Figure 23 - Actual information on the drawworks components

from the DWCS system.

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[Link] Drawworks status screen

Drawworks Status
Ref # Field Name Description Pass / Fail
1 Drawworks Mode
Switches ADS control to Normal Mode.
2 Normal
Speed is 100% of driller setting.
Switches ADS control to Slow Mode. Speed
3 Slow
is limited to 10% Speed.
Switches ADS control to Electronic Driller
4 Electronic Driller
Mode.
Switches ADS control to local control for
5 Slip & Cut
Slip & Cut control.
Switches control to Brake Only Mode
6 Brake Only allowing the system to lower on brakes
alone.
7 Encoder Status
Displays status of active encoder. Green
8 Incremental “A”
indicates active, gray indicates backup.
Displays status of active encoder. Green
9 Incremental “B”
indicates active, gray indicates backup.
Displays status of active encoder. Green
10 Absolute “A”
indicates active, gray indicates backup.
Displays status of active encoder. Green
11 Absolute “B”
indicates active, gray indicates backup.
12 Motor A Status

Figure 24 - Drawworks status of AC motors and encoders.

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[Link] Specifications NOV ADS-10D

Component specifications

Size
Height (max.): 101 inches
Width (max.): 120 inches
Length (max.): 296 inches
Weight (max.): 100,000 lbs

AC motor
Power rating (max.): 1,400 horsepower (intermittent)
1,150 horsepower (continuous)
Speed (max.): 3,000 rpm
Cooling (each motor): 3,000 square cubic feet per minute of air

Gearbox
Type single-speed double-reduction parallel shaft
Ratios: 10.71:1 overall (dry sump)
10.69:1 overall (wet sump)
2.90:1 first stage (input) (dry sump)
2.77:1 first stage (input) (wet sump)
3.69:1 second stage (dry sump)
3.86:1 second stage (wet sump)
Torque rating: 11,000 ft-lbs input shaft (dry sump)
13,500 ft-lbs input shaft (wet sump)
Weight: 13,000 lbs (dry sump)
14,250 lbs (wet sump)

Brake
Brake size: 4-plate, 36-inch diameter
Dynamic braking type: 3-disc, water-cooled, pressure-applied brake
system
Emergency parking brake type: spring-applied, air-cooled, pneumatically
released multi-disc brake (engages three
dynamic discs and the single air-cooled disc)
Min. rig air pressure required: 135 psi
Max. dynamic braking torque at: 120 psi / 183,750 ft-lbs
Max. particle size: 5 microns (air quality as per ISA Standard
S7.3-1981)
Dew point: 10ºC below minimum ambient temperature,
not to exceed 2ºC in any case.

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Brake cooling
Flow rate to each brake: 195 GPM
Brake cooling system: 6.0 M BTU/hr (total continuous) with heat
dissipation capacity required
Power rating: 1,950 horsepower each (150º F max. outlet water
[continuous] temperature and 50º F max.
temperature rise)
Water inlet pressure: 40 psi max.
Wire rope drum
Wire rope diameter: as per customer specification
Drum core diameter: as per customer specification
Drum length: as per customer specification
Grooving: Lebus
Wire rope
Type: 6x19 Extra Improved Plow Steel (EIPS)
Specification: API Spec 9A (Wire Rope)
Power requirements (electric and pneumatic)
Control system: 120 V AC / 60 Hz / 15 A
Pressure: 135 psi

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1.2 Drawworks checklist

 Record the date of the last drawworks overhaul (API RP 7L section 4.2).
 Check the NDT inspection reports for the brake bands, linkage and equalizer
bar.
 Review the wear reports for the brake bands, brake pads and brake rims
(IADC Drilling Manual, Chapter F).
 Check for wear on the brake linkage and look for "kicking" brakes.
 Inspect the wear on the drill line/Lebus groove.
 Ensure that at least twelve wraps of drill line are left on the brake drum with
the travelling block in the lowest position above the rotary table.
 Check the condition of the drill line clamp on the dead end of the drill line
behind the brake rim flange.
 Make sure that there is enough spare drill line for the duration of the contract.
 Verify the kickback roller setting (⅛- to ¼-inch play).
 Carry out a cathead pull test: minimum make-up cathead 7,000 lbs line pull,
and break-out cathead 14,000 lbs line pull (3,175 kg and 6,350 kg
respectively).
 Check the condition of the make-up chain (maximum allowable link wear
10%).
 Check the break-out line condition.
 Check the foundation bolts.
 Ensure that the lubrication oil pressure is within the OEM-required range (for
National drawworks this is 20 to 50 psi and 1½ to 3½ bars).
 Review the monthly oil-sampling analysis reports.
 Check that the oil sprayer nozzles are not blocked.
 Check if silicone sealant is being used as gasket material on the covers.
 Review the inspections records of the chain stretch: maximum allowed
stretch 3% as measured over five links (API Spec 7F section A.3.5).
 Check for wear on the sprockets (API Spec 7F sections A.3.4 and A.3.5).
 Carry out a function test of the Crown-O-Matic or equivalent system.
 Check the disc brakes for wear and cracks and the OEM Manual for wear
rates and limits.
 Check over the disc brake hydraulic system; check the OEM Manual for the
correct operating pressures.
 Check the condition of the brake pads on the emergency brake, the parking
brake and the main brake.
 Confirm that any DC motors used inside the hazardous area are fitted with
spark arrestors and EX space heaters.
 Confirm that the electric cables and junction boxes have an EX rating (API RP
14F (2008) section [Link].).
 Ensure there is sufficient cooling-water capacity for the brake bands and the
Baylor Eddy Current brake (minimum 150 US gallons per minute = 570 litres
per minute when using a Baylor type 7838 unit).

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 Ensure there is sufficient cooling water for the disc brakes (195 gallons per
minute = 740 litres per minute).

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1.3 Hyperlinked images and drawings from the Drawworks

Checklist presentation

Note: We left some space for you to make additional notes.

Figure 25 - Equalizing bar with potential cracks at the ends.

Figure 26 - Wear measurement of the brake rims.

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Figure 27 - Kickback rollers at the aft side of the brake band.

Figure 28 - Kickback rollers should only

have a clearance with the
brake engaged.

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Figure 29 - Chain-driven oil pump.

Figure 30 - Disc brake calliper.

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Figure 31 - DC motor or the "sparking machine".

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1.4 Drawworks: photos and drawings

Figure 32

There should be no
unauthorized welding on
any lifting equipment,
including the balance bar.
Perform a wobble test to
check the clearance.
Note: The maximum
clearance for a National
drawworks is 0.020 inch
(= 0.5 mm).

Figure 33

Cracks are frequently

found during NDT
inspections. Some NOV
balance bars are cast
steel and tend to reveal
more cracks than forged
or fabricated balance
bars.

Figure 34

Cracks found during NDT

on the equalizing bar.

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Figure 35

Inspection of the brake

linkage system. The
toggle valve and the
pneumatic actuator are
clearly visible.

Figure 36

Poorly stored brake

bands could become
deformed and will not fit
correctly.

Figure 37

New brake bands are

formed to be a perfect fit
on the rims. They need
to be stored in a perfect
circle.

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Figure 38

Partial NDT of the

drawworks brake bands.
This is a six-monthly
inspection. If the brake
band pads need to be
renewed it makes sense
to carry out a complete
NDT at full
circumference.

Figure 39

Brake bands which came

apart, justifying the
regular NDT inspections.

Figure 40

Badly cracked brake

band still in operation
during our visit to this
rig. The rig operation
was immediately stopped
after we found this
crack.

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Figure 41

Brake bands are made of

spring steel. The rig
welder must not make
any weld repairs of the
brake bands. This sort of
"repair" could fail at any
moment.

Figure 42

Kick back rollers support

the weight of relaxed
brake bands to ensure the
brake bands do not
overheat by rubbing
against the rotating brake
rims.

Figure 43

Lack of sufficient cooling

water to the brake rims,
resulting in small cracks
and discolouring. The
bronze discolouring is an
early indication of
overheating problems due
to lack of cooling water.

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Figure 44

When the rim surface

turns blue it is an
indication of a serious
cooling-water problem.
This is more than likely
caused by a heavy scale
build-up in the cooling
pipes and passages.
Cooling-water treatment is
vital to prevent scaling.

Figure 45

Typical brake cooling

system showing the brake
rim and eddy current
brake cooling lines. Two
cooling-water pumps
would be preferred. The
maximum temperature of
the cooling water outlet is
74 °C (165 °F).

Figure 46

The bent Crown-O-Matic

toggle valve spindle could
lead to a collision. It is an
easy repair that has been
ignored.

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Figure 47

Drawworks is fitted with

LeBus-grooved drums to
ensure that the drill line
spools correctly, thereby
reducing wear and tear on
the drilling line.

Figure 48

Even with a LeBus groove

expensive drill lines may
still suffer from damage
without sufficient care.

Figure 49

Poor condition of the

LeBus grooves on the
drum.

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Figure 50

Another example of worn

Lebus grooves. You do not
need tools to notice how
bad this wear is.

Figure 51

Modern wires are self-

lubricating. This one
should have been
changed a long time ago.

Figure 52

Inspection of the power

end of the drawworks with
all the chains removed
from the sprockets.

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Figure 53

Nozzles inside the power

end provide lubrication for
the sprockets, chains and
bearings. A blockage of
these nozzles will rapidly
increase the wear on the
chain and sprocket, or
even cause bearing
failure.

Figure 54

The smaller chain drives

the oil pump from the
drawworks shaft. The
chains should be checked
for their condition and
tension to maintain the
correct oil pressure.

Figure 55

Older drawworks have

chain driven lubricating
pumps which means there
is no pre-lubrication.
Modern drawworks have
externally mounted
electric-driven pumps that
start as soon as the driller
selects the drawworks
and gives good pre-
lubrication. This system
requires an alarm.

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Figure 56

When there are no

gaskets available drill
crews tend to use silicon
sealant as a gasket
material. This has led to
plugged lubricating-oil
lines and nozzles, causing
prolonged downtime on
major drilling equipment.

Figure 57

Any drawworks inspection

must pay particular
attention to the sprockets
and chains. Badly worn
chains and sprockets
need to be replaced. It is
not cost effective to fit a
new chain on a worn
sprocket.

Figure 58

Chain links are sometimes

severely damaged. An
increase of steel particles
should show up in the oil
sample analysis.

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Figure 59

Severe wear and tear on

the teeth of the coupling
between the eddy current
brake and the drawworks.

Figure 60

Damaged or homemade
spliced wires should not
be used on the cathead
break-out line for the rig
tongs.

Figure 61

Make-up chain from the

make-up cathead showing
severely worn chain links.
The maximum-allowable
wear level of the chain
links is 10% of the
original thickness. A new
make-up chain must be
installed here.

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Figure 62

Rotating equipment should

be fully guarded to protect
personnel. Poor
housekeeping and
maintenance will almost
always result in low safety
standards. This should put
an inspector on high alert.

Figure 63

Typical disc brake

arrangement. The brake
pads and disc should be
checked on a regular basis.
The wear rates should be
within the OEM
recommendations and
limits.

Figure 64

Typical example of what

happens when the drill
line fails.

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Figure 65

Drill line failures are

expensive to repair and
could result in the loss of
life of the rig workers,
loss of the well and the
loss of the contract.

Figure 66

Example of a drawworks
on a rig with low
operating standards.

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2 Rotary table
2.1 Introduction

What is it?
AC or DC electrical driven rotating table or driven from the drawworks.

What does it do?

It rotates and supports the drill string, when connections are to be made for the
drill string or the casing.

How much power?

Load capacity from 1-2 million lbs.
Torque capacity 40-70,000 [Link]

Special features?
Some rotary tables cannot be used to rotate the string; instead the top-drive is
used. Some rotary tables are hydraulically-driven to rotate with a low torque and
low speed only.

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2.2 Rotary table checklist

 Check the condition of the air brake housing.
 Check the condition of the chain and sprockets (maximum chain stretch 3%
as per API RP 7F (2003) section A.3.5).
 Ensure that the electrical cables and junction boxes have an EX rating
required for zone 1.
 Check the condition and operation of the gearbox; check the oil for possible
contamination with water.
 Review any oil analysis reports, and record the frequency of the oil sampling.
 Review the backlash measurement records.
 Function-test the rotary table at 120 rpm for 30 minutes in a clockwise
rotation; check for heat development.
 Function-test in an anticlockwise rotation at slow speed (20 rpm) for a short
period.
 When function testing allow time for the unit to warm through. Then check
the noise and vibration levels. Do not run in reverse for prolonged periods.
 Check the condition of the main bearing.
 Ensure that the DC motors draw cooling air from outside the hazardous areas
and that spark arrestors are fitted on the discharge side of the DC motors.
 Ensure that safety matting fits around the rotary table.
 Measure and record the wear on the master bushings and inserts, and record
the position of the slips inside the drill pipe inserts of the master bushings.
 Function-test the manual locking system.

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2.3 Hyperlinked images and drawings from the the Rotary Table
Checklist presentation

Figure 67 - Cross-sectional model of rotary table air brake.

Figure 68 - Example of wear limit on tapered bowls.

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2.4 Rotary Table: photos and drawings

Figure 69
Rotary table: bearing
and main gear.

Figure 70
Anti-slip matting.

Figure 71

Rotary table and

master bushing.

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Figure 72

Gearbox of the rotary table

with severely damaged
teeth.

Figure 73

Severely damaged pinion

from the gearbox.

Figure 74

Complete NDT as per API

RP 7L.

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Figure 75

Cracks found in the rotary

master bushing drill pipe
inserts.

Figure 76

Cracks found on the outer

side of the master
bushings.

Figure 77

Cracks found in the rotary

master bushing inserts.

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Figure 78

Cracks in the lugs of the

split-type master bushings.

Figure 79

The pin and the slots of the

rotary master bushings
need to be measured to
ensure that they are within
the OEM maximum wear
limits.

Figure 80

Rotary table with clearly

worn master bushings and
master bushing drill pipe
inserts.

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Figure 81

Measuring the neck of the

master bushing inserts to
ensure they are still within
the OEM maximum wear
limits.

Figure 82

Clear indications of
excessive wear on the
tapered inserts and master
bushings. The slips are
lowered too deep into the
master bushing inserts,
indicating excessive wear
of the master bushing
inserts.

Figure 83
New master bushing, drill
pipe inserts, slips and
safety clamp in proper
condition.

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Figure 84

Disassembled bearing of
the rotary table. Note the
lack of lubrication and the
condition of the balls and
the bearing race.

Figure 85

The bearings and bearing

race are totally destroyed
for this rotary table.

Figure 86

Damaged pinion gear and

shaft for the rotary table.

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Figure 87

Damaged race and balls in

the rotary table bearing.

Figure 88

Air-operated brake of the

rotary table with a new
housing installed. Due to
its location, the corrosion
levels on these brake
housings are often severe,
and the brake housings
need regular replacement.

Figure 89

Brake housings are often

found badly corroded.

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Figure 90

Rotary table DC motor

equipped with new spark
arrestors. Note the purge
alarm sensor in between
the spark arrestors.

Figure 91

Older rotary tables are

often driven by DC motors
that need spark arrestors
fitted to the cooling-air
outlets.

Figure 92

It is becoming more
common to find hydraulic
drives for rotary tables,
especially when a top
drive is installed.

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Figure 93

New hydraulically-driven
rotary table installed and
the tracks of the Iron
Roughneck on top.

Figure 94

Bushing pullers can also

crack and need to be
included in the Lifting-
Gear Register. They
require NDT inspections
according to the API RP 8B
standards.

Figure 95

Many rigs use auto slips.

The operation requires to
be checked as well as the
mechanical condition and
the NDT reports.

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Figure 96

Bowl locks need to be in

good working order,
especially on rigs which do
not use a Top-Drive. The
locks are very important
especially when high-
torque levels are
encountered due to
deviated drilling
operations.

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3 Top drive

What is it?
A kind of “rotary table in the air” installed underneath the travelling block.
AC or DC driven, or completely hydraulically-driven top drives are available.

What does it do?

It rotates the drill string and makes connections with stands of drill pipe. Very
useful to ream with stands of drill pipe to clean the hole.
How much power?
40-80,000 [Link] continuous.

Special features?
Air brake with 40-70,000 [Link].

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3.1 Introduction

Figure 97 - Overall picture of the NOV top drive, fitted with

retracting system.

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3.1.1 Upper part of the top drive

Figure 98 - Upper part of the NOV top drive.

The upper part of the top drive contains the following elements:
1. gearbox
2. gear oil pump
3. gear oil cooler
4. motor coupling
5. drilling motor
6. parking brake
7. blower
8. motor bracket
9. lantern
10. wash pipe
11. S-pipe
12. suspension bail

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3.1.2 Lower part of the top drive

The pipe handler contains the

following elements:
1. main shaft
2. control valves
3. rotating head
4. hydraulic swivel
5. link hanger
6. split collar
7. crossover sub
8. remote IBOP
9. manual IBOP
10. saver sub
11. hydra lock
12. torque column
13. IBOP actuator
14. back-up grabber
15. links
16. link tilt
17. BX elevator

Figure 99 - Pipe handler.

The pipe handler has a 360-degree continuous-rotation facility. All ranges

from 4-inch up to 9½-inch pipe can be torqued up by means of the same
pipe handler kit. The pipe handler has the capacity of 'moving out' the
elevator 7 feet (provided that 132-inch links are installed [link tilt]).

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3.1.3 Gearbox
Figure 100 - Gearbox type 2PV40.

The 2PV40 gearbox provides the

following features:
 helical-cut gearwheels
 dual top and bottom lip seal system
 spring for preloading both the main
thrust bearing and the axial upward
thrust bearing

Figure 101
Gearbox type 2PV40.

Continuous high-torque
drilling during deviated-
or even horizontal wells
can have a dire effect on
the gear box due to the
high–torque levels
encountered during the
drilling operations.

Figure 102 - Gearbox.

The gearbox is
lubricated by a
combination of an oil
bath and forced
lubrication. The circuit
includes an oil filter, a
pressure gauge, a
pressure switch, a
temperature transmitter
and an oil cooler.

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Figure 103
Baylor CM628TUT AC
drilling motor.

The Baylor CM628TUT

AC drilling motor allows
full torque at zero speed
for an unlimited time.

Figure 104 - Performance curve of drilling motor type CM625TUT.

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Figure 105 - Air brake.

The air brake (parking brake) is

mounted to the non-drive end of
the drilling motor. A 1024-pulse
tachometer provides an accurate
speed feedback to the AC drive
resulting in a safe operation and
precise speed readout.

Figure 106
Suspension system.

The suspension system is fixed to

the gearbox with two bail pins.
The weight-compensating system
is fixed to the bail with two
brackets. The aim of the weight-
compensating system is protecting
the pipe threads from damage
when the TDS is (dis)connected
from the drill string.

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Figures 107 and 108 - Pipe handler with its components.

Figure 109 - Rotating head.

The rotating head provides a

hydraulic flow via thirteen individual
lines to the consumers, while allowing
a 360-degree continuous rotation.
The rotation is provided by a
hydraulic motor fixed to a gearwheel
driving the slew ring bearing.
The rotating head can only rotate at a
much reduced maximum suspended
load.

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Figure 110 - Split collar.

The split collar is located just

above the crossover subs and is
used to transfer heavy pipe
handler loads (above 10 tonnes)
to the drill stem.

Figure 111 - Split collar.

The split collar is composed of

two solid halves with an inner
profile that fits the recesses in
the drill stem.

Figure 112 - IBOP actuator.

The IBOP actuator consists of a

hydraulic cylinder, a lever arm
and an actuating sleeve. Most of
the IBOPs are air-operated.

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Figure 113 - Link tilt system.

The link tilt system consists of a set of hydraulic cylinders and clamps fixed to
the elevator links. The total forward/backward motion is limited to circa 90
degrees. The link tilt system needs to be adjusted and restricted with chains
to prevent it from making contact with the fingers or step of the
monkeyboard.

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Figure 114 - Service loops.

There are two service loops

installed: one power umbilical
and one signal umbilical.

Figure 115 - Hydraulic control valve unit.

A support bracket includes the hydraulic and pneumatic control valve blocks,
instrument junction boxes, pressure switches, etc.

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3.1.4 Remote control Top-drive on driller’s panel

Figure 116 - Figure 117 - Figure 118 -

Keypad joystick Keypad joystick Keypad IBOP close
vertical axis (speed horizontal axis. button.
throttle).
Increase the drill mode Tilt the knuckle links Select (push and
speed set point (and (with the elevator links confirm) the button to
speed) by pushing the and elevator) forward close the remote-
joystick in the 'Speed and backward by operated IBOP (kelly
Inc.' direction (along moving the joystick in cock) in the drill stem.
the vertical axis). the 'Link Tilt Backward' Repeat the command
Observe the speed set and 'Link Tilt Forward' to open the IBOP.
point indicator and the direction.
Note: The button is
actual speed indicator
also included in other
at the screen display
keypads.
during the adjustment.
When the joystick is
returned to neutral, the
speed set point remains
where it was set.
Note: You can only
increase, not decrease,
the set point in this
direction.

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3.2 Top drive checklist

 When was the last overhaul (as per API RP 7L section 4.2) performed and
when were the OEM's safety recommendations carried out? Equally
important, when is the next major overhaul due?
 Inspect the condition of the service loops in the derrick.
 Are all the spare service loops available?
 Is the protection frame well secured?
 Check for oil leakages.
 Review and record the oil sampling/analysis frequency.
 Verify that swivel bearing clearance records are present.
 Is there a completely dressed spare wash pipe assembly present on the rig
site?
 If the top drive is DC-driven, is there a spare DC motor with a special hub and
bearings? This motor needs to be stored in a vertical position.
 Is a high-torque DC motor fitted and is it in good condition?
 If the top drive is AC-driven, are there spare AC motors for the top drive with
a VFD system?
 Check the condition of the torque arrestor pins.
 Verify the NDT inspection reports for:
o the pipe handler
o the main shaft/load collar
o the IBOP
o the elevator links
 Check the link tilt operation and condition.
 Confirm that the electric cables and junction boxes have the correct EX
rating.
 Are dolly wheel catchers installed?
 Have the latest Varco or other (OEM) upgrades been implemented?
 Check the records of the swivel bearing clearances and verify if the swivel is
integrated with the top drive.
 Are dropped-objects and post spud procedures in place?
 Are the safety clamps correctly installed on the mud hoses (API Spec 7K
section 9.10.9 and 9.10.4 Table 8/Figure 10 and IADC Safety Alert 00-24) and
API RP 53 (1999) section 9.13.3?
 Are the inspection intervals on the mud hoses as per the OEM
recommendations?
 Check for any exposed wire banding under the outer rubber of the hose (ISS-
059 Inspection Guidelines for high-pressure hoses). Is the spare mud hose
installed in the derrick?

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3.3 Hyperlinked images and drawings from the the Top Drive
Checklist presentation

Figure 119 - Sectioned view of torque arrestor.

Figure 120 - Checking wear on main bearing of the swivel.

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Figure 121 - Standards for the safety clamp on Kelly hoses.

Figure 122 - Info from ISS- 059.

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3.4 Top drive: photos and drawings

Figure 123

Notice that there are no dolly

wheel catchers installed: a
dropped-object hazard.

Figure 124

Seized dolly wheel, which could

lead to a dropped-object
hazard.

Figure 125

Dolly wheel catcher installed,

plus an extra safety chain to
secure the catcher box.

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Figure 126

Clear misalignment between the top

drive and the centre of the rotary
table. This can be adjusted on the top
drive itself.

Figure 127

The alignment cylinder to enable the

adjustment of the top drive in relation
to the well centre. Note: This picture
shows a top drive during PM
operations, hence the rope and the
chain hoist.

Figure 128

Rusty nail used as safety pin. How

about the weekly dropped-objects
inspections?

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Figure 129

Things to look for during the

dropped-objects inspections.

Figure 130

Crushed blower hose for motor

cooling restricts air flow and the
DC motor overheats. Crews
should be aware of this and
rectify it before we find it.

Figure 131

View of the split landing collar.

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Figure 132

Commutator of a standard
DC motor.

Figure 133

Commutator of a high-
torque DC motor. The
square sections provide a
better cooling-air passage:
the pineapple pattern. This
is the easiest way to tell
whether a motor is high-
torque (just look inside).
This motor assembly also
shows a high-quality EX
space heater.

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Figure 134

Measuring the clearance of the

integrated swivel of a TDS 4
using a dial indicator.
Integrated swivels cannot be
repaired by rig crews, nor can
excessive clearances cured by
using shims.

Figure 135

Pipe-handling and link tilt

operation of a Tesco top drive.
The link tilt system is
hydraulically-operated, similar
to the ones on modern Varco
top drives.

Figure 136

Home-made weld repairs

applied to the lifting cylinder of
the pipe handler. A very
dangerous practice!

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Figure 137

The IBOPs are to be inspected

regularly. This means NDT
inspections on the outside at
the load-bearing areas, as well
as on the inside on the sealing
areas of the ball valve.

Figure 138

Unauthorized weld repairs on

the IBOPs of this top drive.
The top and bottom of the
IBOP were welded. This is a
very dangerous practice, as
this IBOP can part because of
weight and of pressure!

Figure 139

After-effects of a top drive

gearbox failure. Lubrication oil
analysis may have pointed to a
potential failure before it got
to this stage.

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Figure 140

An expensive failure; lubrication oil

analysis might appear cost-effective now!

Figure 141

New TDS motor with thrust bearing and

special gearbox hub for vertical mounting.

Figure 142

Same arrangement after motor failure.

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Figure 143

New motor brake.

Figure 144

Used motor brake.

Figure 145

Failed motor brake.

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Figure 146

Air-operated link tilt system. Check

the intermediate stops for the correct
operation.

Figure 147

Main components of the PH 85 pipe

handler system with air-operated link
tilt.

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Figure 148 - Very power full springs of the torque arrestors.

Figure 149

Typical service loops. Most service

loops are unique to one rig, so you
should have a spare service loop
available in the country or on the
rig site.

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Figure 150

Not all service pipes and cables are

in a combined loop.

Figure 151

Modern hydraulic link tilt that is

superseding the pneumatic design of
the Varco TDS.

Figure 152

Older mild-steel swivel wash pipe

assembly on top drive (to be
checked/replaced every 400 to 600
hours). Better is a chrome pipe,
which is to be checked every 1,200
to 1,500 hours, if fitted correctly.

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Figure 153

 Modern swivel wash pipe

assembly
 2,000 hours at 5,000 psi/
150 rpm Nova Plus mud
(includes 1,000 hours
with 0.006-inch
intentional perpendicular
misalignment)
 4 hours at 7,500 psi/150
rpm (test was stopped
after no failures)
 4 hours at 7,500 psi/225
rpm (test was stopped
after no failures)
 200+ hours at 5,000 psi/
150 rpm with Aqua Gel
mud (test was stopped
after no failures)

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4 Independent swivel
4.1 Introduction

What is it?
The independent swivel allows the drill pipe to rotate while supporting the weight
of the drill string. The swivel is installed in the hook at the bottom of the travelling
block.

What does it do?

Swiveling allows the drill pipe to rotate, while supporting the weight of the drill
string and passes mud through the drill pipe at the same time.

How much power?

Depends on the rig from 1-2 million lbs. pulling capacity.

Special features?
New design wash-pipes are available now.

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4.2 Independent swivel checklist

 Review the oil analysis records and its frequency.
 Review the grease sampling and analysis records.
 Check for oil leaks from the lower seal.
 Record the thrust bearing clearance records and use a dial indicator (API RP
8B section 6.2 and ISO 13534).
 Check that NDT is carried out on all load-bearing areas as per API RP 8B and
ISO 13534.
 Ensure that the NDT inspection records of the drill pipe connection are as per
API RP 7G section 13.2.2 or higher standard.
 Review the wall thickness inspection records for the gooseneck (see API RP
574 Table 1 for original pipe wall thickness).
 Ensure there is a connection for the wire line operations installed on the
gooseneck.
 Ensure that at least one spare wash pipe assembly, fully dressed with the
correct seals, is available.
 Has an upgraded type of wash pipe assembly been installed?
 Ensure that the spare swivels are stored in a vertical position.
 Ensure wash pipes have high-temperature seals fitted if the rig has to
encounter high-temperature operations.

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4.3 Hyperlinked images and drawings from the independent

swivel checklist presentation

Figure 154 - The independent swivel bearing can be dressed with

brass shims if the bearing clearance is too high.

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Figure 155

Measuring the independent swivel

clearance in the field.

Figure 156

Swivel in vertical position for (long-

term) storage.

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4.4 Independent swivel: photos and drawings

Figure 157

Swivel after an NDT inspection.

Notice that the drill pipe
connection was NOT carried out.
What other section has been
forgotten?

Figure 158

Swivel components NDT-

inspected as per the API RP 8B
Category IV inspection
standards.

Figure 159

Swivel pins severely worn; this

one needs to be renewed.

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Figure 160

Severely corroded threads of the

wash pipe connection.

Figure 161

Wrongly measuring the clearance

of the main swivel bearing. By
lowering the drill pipe into the
slips the shaft moves up, and the
clearance can be measured with
the dial indicator, but only if the
wash pipe has been removed.

Figure 162

The clearance of the main bearing

of the swivel can be adjusted
using brass shims to reduce
excessive clearance. This is NOT
possible for integrated swivels on
the top drives.

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Figure 163

Swivel disassembled for major

overhaul.

Figure 164

Schematic showing the seal

arrangement inside the wash pipe
assembly.

Figure 165

Conventional wash pipe assembly. At

least one completely dressed spare
wash pipe assembly should be
available on the rig site.

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Figure 166

Home-welded NPT plug on top of

the gooseneck U-pipe of the
swivel.

Figure 167

No plug available in the U-pipe

means that no wire line
operations are possible through
this swivel. Notice the improper
storing conditions here.

Figure 168

Using hammer unions instead of

threaded fittings is the better
option, as the mud is isolated
from the threads of the hammer
unions by a rubber seat located
inside the hammer unions.
Note: The rope did not stay on
the S-pipe, but was used to
install the S-pipe and to guide
the load.

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Figure 169

What is wrong here?

Figure 170

Correct (long-term) storage

of the swivel: in the vertical
position. Ensure that both
the chain and the frame have
the right load rating and that
they are both certified.

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Figure 171

New-generation wash
pipe assembly.

Figure 172 - Modern wash pipe assembly.

Specifications for the commissioning test of the newly-designed wash pipe

assembly:
 2,000 hours at 5,000 psi/150 rpm with Nova Plus mud (including 1,000
hours with 0.006-inch intentional perpendicular misalignment)
 4 hours at 7,500 psi/150 rpm (test stopped after no failures)
 4 hours at 7,500 psi/225 rpm (test stopped after no failures)
 200+ hours at 5,000 psi/150 rpm with Aqua Gel mud (test stopped after
no failures)

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5 Crown and travelling block

5.1 Crown block introduction

What is it?
The crown block is usually a cluster of 7 sheaves sometimes accompanied with
two single sheaves.

What does it do?

It supports the complete weight of the travelling block, top drive, hook, swivel and
the drill string.
How much power?
Depends on the rig from 1-2 million lbs. load capacity.

Special features?
Jumper bars to prevent the drill line wire from jumping off the sheaves due to a
sudden loss of load.
Bumper blocks to protect the sheaves from a collision of the travelling block.

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5.2 Travelling block introduction

What is it?
The travelling block is usually a cluster of 7 sheaves.

What does it do?

It guides the drill line and travels up and down in the derrick.
It supports the complete weight of the travelling block, top drive, hook, swivel and
the drill string.

How much power?

Depends on the rig from 1-2 million lbs. load capacity.

Special features?
Underneath the travelling block either a top drive or a hook and swivel assembly
is installed.

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5.3 Introduction to the crown block and travelling block

Figure 173 - New NOV crown block fitted with automatic grease
cartridges.

Figure 174 - Modern NOV crown block sheave cluster. Most rigs have
seven sheaves installed of which six sheaves are used.

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Figure 175 - Example of the specifications of a modern crown block

cluster made by NOV.

Figure 176 - Sheave-bearing inspection by wobble test with a

crowbar.

Note: There must be no tension on the drill line. Consequently, the

travelling block needs to be hung off during the wobble testing.

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Figure 177 and Figure 178 - Groove radius and sheave gauges.

The radii of the sheaves are measured with sheave gauges. For each type of
sheave the maximum wear is already incorporated in these gauges; for
instance, the 1⅜-inch sheave has a "+ factor" of 1/32 inch, expressing the
maximum wear.

Figure 179 Figure 180 Figure 181

Sheave measurements using the sheave gauges.

Note: Be aware that the loss of the upper layer of the hardened sheave
profile can rapidly increase the wear of the sheave profiles, so frequent
inspections are required.

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Figure 182 - Single sheave. Figure 183 - Sheave cluster.

Some rigs use a single sheave Depicted here is a sheave cluster with a
for the fast-line, as the fast line set of automatic grease cartridges
sheaves wear faster than the installed, which reduces the number of
other sheaves. Also, changing visits to the crown block platform for
the bearings on a single sheave greasing purposes.
is much easier than on a cluster
of sheaves.

Figure 184 - Grease plug. Figure 185 - Grease cartridge.

Grease plugs need to be removed After energizing the grease cartridges, a

to energize the grease cartridges. chemical reaction inside the cartridges
is slowly pushing the grease out.

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Figure 186 - Travelling-block general layout.

Figure 187 - Grease points of the travelling block.

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5.3.1 Travelling block maintenance

Two-weekly maintenance routine
 Although only being used intermittently, the travelling block must be
lubricated, using the OEM-recommended programme specified in the
lubrication chart.
Six-monthly maintenance routine
 Gauge the sheaves of the travelling block.
 The sheaves should be reworked or replaced if the throat bottom radius
falls below the recommendation in section 3 of API RP 9B (2002) section
3.3.13'Application, Care and Use of Wire Rope for Oil Field Service'.
Yearly maintenance routine
 Wash down all the dirty parts of the equipment, and allow them to dry.
 Have the (lifting-appliance) equipment inspected by a competent
enterprise to verify that it is suitable for another year of operation.
 A signed copy of the inspection report must be filed in the maintenance
log, and the remarks must be followed up.
 The yearly inspection must include a complete visual inspection and MPI
by means of the wet fluorescent method (see API Spec 8C) of the
following load bearing components: critical areas of the cheek plate,
sheave shafts and critical areas of the sheaves.
 Touch up all the paint damages, but wait until the inspection by the
competent enterprise has been carried out.
Six-monthly inspections
 Visual inspection of the wire sheaves with respect to wear, deformation
and cracks.
 If there is any visible evidence of damage, carry out an MPI by means of
the wet fluorescent method of the damaged/suspected areas.
 The sheave wear measurement and acceptance criteria must be
according to the recommended practice described in the API RP 9B
standard.
Inspections after jarring/top hole drilling
 When the travelling block has been subject to impact loads (for instance
during jarring or rough top-hole drilling), it must be inspected with re-
spect to cracks, loose bolts and parts, signs of overload and deformation.
 Listed below is a guideline for inspections after jarring/top-hole drilling.
 Based on the actual operation carried out, those responsible for the
operation must determine the required extent of inspection according to
the amount of abuse, and the level of impact loads to which the
travelling block has been subjected.
 Inspect the sheave pin retainer plates (one retainer plate on each end of
each sheave shaft) with respect to the loose bolts and parts.
 Damaged parts must be removed and taken out of service.
 After the equipment has been returned to service, it must be observed
during its operation to verify an adequate performance.

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5.4 Crown block checklist

 Take out a permit to work (PTW).
 Hang off the blocks prior to inspection, and isolate the drawworks electrical
power supply (either the SCRs or the VFDs).
 Use sheave gauges of the right size to check the sheave profiles.
 Ensure that the five-yearly NDT inspection and disassembly are as per API RP
8B and ISO 13534 (or an acceptable alternative).
 Carry out a wobble test with a small crowbar to check the wear on the sheave
boss and the sheave bearings.
 Check the NDT reports for the support frame.
 Confirm that the grease lines and nipples are in good condition.
 Check the condition of the omnidirectional aircraft-warning light.
 Ensure that the crown platform entrance is fitted with a self-closing door or a
self-closing barrier.
 Verify that at least three jumper bars are installed over the sheave cluster and
the single sheaves (if present).
 Check that excess grease/tar build-up is removed from under the sheaves.
 Ensure that the wooden or rubber bumper blocks (if fitted) are covered with
heavy-duty wire mesh and that this mesh has a safety wire as recommended
by API RP 54 section 9.2.

5.5 Travelling block checklist

 Take out a PTW (permit to work).
 Hang off the travelling block prior to the inspection and isolate the drawworks
electrical power supply (either the SCRs or the VFDs).
 Check that the NDT inspection and five-yearly disassembly are as per API RP
8B and ISO 13534 (or an acceptable alternative).
 Carry out a wobble test on the sheaves using a small crow bar.
 Review the records and/or measure the sheaves with the correctly-sized
sheave gauge.
 Confirm that the grease nipples are in good working condition.
 Ensure that a certified hang-off line, pad eyes and shackles are used (API RP
9A and 9B (2002) section 3 and API RP 4G (2004) section 8.3). Check that the
load rating of the hang-off lines, pad eyes and shackles is rated to the
travelling-block weight, including the top drive.
 Check for damage on the sheave covers due to a twisted drill line or too high a
fleet angle of the drill line. If the travelling block is not hanging straight (when
no top drive is used) then the drill line might be installed wrong.
 Ensure that the travelling blocks in long-term storage are stored in a vertical
position.

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5.6 Hyperlinked images and drawings from the Crown Block

Checklist and Travelling Block Checklist presentation

Figure 188 - Wear patterns on sheaves.

Figure 189 - Crack areas as found on some of the sheaves.

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Figure 190
Position of jumper bars.

Figure 191
Position of bumper blocks.

Ensure the wire mesh is secured as

well.

Figure 192 - The right and the wrong way to install wire
on the drum.

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Figure 193
Crown block undergoing five-
yearly inspection.

Apart from the NDT for cracks the

inspection of the hardened top layer of
the sheaves is important.

Figure 194

Measuring the wear on the sheave

profile.

Figure 195

Certified hang-off line must have the

right load rating.

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5.7 Crown block and travelling block: photos and drawings

Figure 196

Good designed jumper

bars over the sheave
cluster.

Figure 197

This rig had a new crown

cluster fitted, but without
any jumper bars. A
sudden loss of load can
cause the wires to jump
off the sheaves.

Figure 198

Performing a wobble
test: checking for
poor/worn sheave
bearings or cracked
sheaves. Ensure the crow
bar cannot become a
dropped object itself!

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Figure 199

Performing a wobble test;

checking for worn bearings or
sheave bosses that are loose on
the outer race and the inner
race slack on the pin. The bar is
too long for the job. Where are
the safety glasses?

Figure 200

One sheave just hanging on the

edge of its bearing. Total failure
is looming. Taken the day after
raising the BOP.

Figure 201

Wear rate above the maximum

allowable wear on this fastline
sheave.

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Figure 202

Sheave gauge and

checking sheave groves.

Figure 203

Checking the sheaves

with a sheave gauge.
This so-called “new
sheave” already shows
too much wear on one
side. This was a good
paint job over a worn
sheave, which then
returned like this from
the workshop.

Figure 204

This sheave shows less

indication of excessive
wear.

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Figure 205

Cracked sheave on the

crown cluster.

Figure 206

You don't always need

gauges to see that the
sheaves are worn. Both
failures could have been
avoided by regular
inspections. This one lost
the well.

Figure 207

No lock-wire installed on
the bolts into the shaft of
the crown block cluster.
The bolts and plate are
now potential dropped
objects.

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Figure 208

Approximately 90% of the

sheaves are condemned
after five years. The
sheave profile is
excessively worn or too
soft, or cracks are present
as on this sheave (parallel
to the sheave profile).

Figure 209

Install self-closing gates/

barriers at the crown
block platform entrance.

Figure 210

Bumper blocks protected

by heavy-duty wire
mesh. The wire mesh
frames must be fitted
with safety slings. Note
that the too-thin
secondary retention for
the shackle is wrapped
around the beams, not a
good practice.

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Figure 211

Distinct wear pattern on the

travelling-block sheave covers when
a top drive is installed; a clear
indication of a twisted drill line, or an
excessive fleet angle of the drill line
coming from the drawworks drum.

Figure 212

Long-term storage of the travelling

block in a vertical position. The
unauthorized welding used here to
secure the block in the vertical
position can actually cause severe
damage on the bearings of the
travelling block sheaves.

Figure 213

Excessive play for the main shaft of

the travelling block. It is no longer
possible to grease, as the grease
nipple is broken off (a so-called
'Dutchman').

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Figure 214

Measuring the sheaves

and bearing condition by
performing a wobble test
on the travelling block,
which is not an easy task.
Ensure that the helmet
used has a safety strap
attached. On many rigs
this kind of man-riding
operation is no longer
acceptable, but a scaffold
is used.

Figure 215

What is wrong here in

this yard?

Figure 216 - NDT as per API RP 8B and ISO 13534.

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Figure 217 - NDT as per API RP 8B and ISO 13534.

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6 The derrick
6.1 Introduction

What is it?
A derrick is a lifting device composed of one tower or a guyed mast, such as a
pole, which is hinged freely at the bottom and which is sometimes controlled by 4
lines to keep the derrick straight.

What does it do?

The derrick allows the rig to pull/lower three drill pipes (called a stand) at the
same time. Some smaller land rigs are pulling two drill pipes (called doubles).

How much power?

Depends on the rig from 0.5-2 million lbs. load capacity.

Special features?
Many special designs of masts or derricks are used in the drilling industry.

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6.2 Derrick checklist

 When was the last Category IV derrick inspection performed as per API RP 4G
(2004) section 5.1 and section 9.1?
 What is the load rating of the derrick (API RP 4G section 15.7 and section
9.2.1)?
 Is there a derrick inspection programme in place?
 Check for bent or damaged beams and cross members (API RP 4G (2004)
section 6.1).
 Inspect the NDT reports for the fingerboard at the monkeyboard level.
 Verify that the fingers at the monkeyboard level are fitted with acceptable
safety chains, wire slings or wire rope. Preferably, an OEM-installed secondary
retention system should be present.
 Ensure that air-/hydraulic-operated winch cables are not rubbing against any
beams in the derrick, or against the monkeyboard drill pipe fingers in the
derrick frame.
 Make sure that no load-carrying (safety) wires are slung across the beams in
the derrick frame.
 Confirm that the illumination in the derrick leaves no dark spots.
 Ensure all light fittings in the derrick have secondary retention installed.
 Is there a dropped-objects procedure in place?
 Is there an inspection programme for the raising lines (land rigs)? How many
raising/lowering cycles are performed between changes (API RP 4G (2004)
section 4.1.1)?
 Is the derrickman correctly secured against falling when working on the
monkeyboard level stabbing board?
 Check the mechanical condition of the Geronimo escape line and its anchor
points. Ensure that valid certification is present.
 Check the condition of the derrick ladders and platforms, self-closing barriers,
handrails and back-scratchers (API RP 54 section 9.3.17).
 Are suitable toe boards installed? (API RP 54 section 9.3.19).
 Check the condition of the omnidirectional aircraft-warning lights at the top of
the derrick.
 Review the certification and check the condition of the travelling-block hang-
off lines, pad eyes and shackles (API RP 9B (2002) section 3 and section 3.3.13
and Table 7). Is the load rating sufficient, including the weight of the top drive?
 Are wooden/rubber bumper blocks (if present) covered with a heavy-duty wire
mesh (API RP 54 section 9.2.16)? Is a secondary means of retention for the
wire mesh installed?
 Are all hinged platforms and parts in the derrick secured with an engineered
secondary retention, such as safety chains or safety slings?
 All shackles used in the derrick must be certified and of the four piece type.
 Ensure that snatch block safety wires have a SWL which is at least twice the
SWL of the hoist wires (dynamic impact).

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6.3 Hyperlinked images and drawings from the Derrick Checklist

presentation

Figure 218 - Securing the derrickman.

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Figure 219 - Damaged safety sling provides a false

sense of security.

Figure 220 - Derrickman's escape devices.

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Figure 221 - All hinged parts in the derrick must be secured with
safety wire, chain or rope.

Figure 222 - Installation of snatch block safety line.

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Figure 223

Raising-line sheave in poor condition.

Figure 224

New raising-line sheave.

Figure 225 - Two-piece and four-piece shackle.

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6.4 Derrick: photos and drawings

Figure 226

Typical land rig derrick.

Figure 227

Damage to any of the

main members of the
derrick could affect the
actual load rating of the
derrick.

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Figure 228

Derrick inspections would

have revealed the extent
of corrosion, and it could
have been cleaned and
painted before it got too
bad.

Figure 229

Derrick inspections would

have revealed that some
bolts were loose and they
could have been
tightened. The nut can
become a potential fatal
dropped object.

Figure 230

Check for any corrosion

that may affect the load
rating in the long run.

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Figure 231

Corrosion can be found

throughout the derrick,
here on one of the fingers.

Figure 232

If you do not make sure

water drains from the
beams, then you might
end up with an expensive
repair.

Figure 233

Unblock the drain holes

or you end up with this.
Unplugging drain holes
costs nothing. Replacing
beams costs a lot more.

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Figure 234

Wire sling should not be

installed over the sharp
edges of the derrick
beams.

Figure 235

Note how the wire rope is

becoming damaged when
it is wrapped around the
sharp corners of the
derrick beam.

Figure 236

Bent and deformed cross

member in the derrick.

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Figure 237

Fingerboard at monkeyboard
level. None of these fingers
were secured with an additional
safety sling or chain. Each of
these unsecured fingers
represents a serious dropped-
object hazard.

Figure 238

Fingerboard cracked and

insufficiently secured with a
safety chain.

Figure 239

During one of our surveys the

NDT inspector found no less
than eighteen cracks on this
fingerboard!

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Figure 240

More secure method of

fitting safety chains to the
fingers. Note: The chains
must not be welded by
the rig crew. The OEM
should provide a
secondary means of
retention.

Figure 241

Smashed wooden
bumper blocks. No
heavy-duty wire mesh
installed: once again a
serious dropped-object
hazard.

Figure 242

Severely damaged
wooden bumper blocks,
but thanks to the heavy-
duty wire mesh the
wooden splinters did not
fall onto the drill floor.
The wire mesh also
requires a secondary
means of retention.

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Figure 243

Rubber crash blocks which

seldom splinter, but still
need e heavy-duty wire
mesh protection. The
rubber blocks can become
hard in extremely cold
weather areas and are
vulnerable to desert
conditions, where
excessive heat and
extreme sunlight
exposure can cause the
rubber to crack as well.

Figure 244

Cracked handrails at the

crown platform. This is a
long way down.

Figure 245

Missing safety hoops

could cause a fatal
accident. A fall-arrest
system must be used here
as well.

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Figure 246

Self-closing gates installed at

the monkeyboard level.

Figure 247

We make sure this type of

access has a hinged plate
preferably with a counterweight
to assist open/close. Not a good
practice to have the snatch
block connected to the hand-
rails.

Figure 248

Safety chains, wire rope or wire

slings can be used as barriers,
but it requires personnel to put
them back in place after entry.

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Figure 249

Pipe-handling equipment
is becoming more
common on many rigs.
The operator cabin
windows require to be
special safety glass
installed.

Figure 250

The maintenance for this

equipment is the same
as for all others. They
should be lubricated and
maintained as per the
OEM requirements.

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Figure 251

The controls must

function correctly.

Figure 252

Monkeyboard layout with

poor safety levels and
difficult entry. There is no
safety system for the
ladder-climbing activities.

Figure 253

The arrow denotes a floor

board missing at the end
of the platform.

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Figure 254

Unsafe solution for the

monkeyboard winch
brake. Poor housekeeping
level causes potential
dropped objects.

Figure 255

Inertia reels to protect the

derrickman. Preferably
two inertia reels must be
installed in case the
derrickman requires
assistance. The safety line
needs to be as near
vertical as possible to
minimize the drop of the
derrickman, should he
fall.

Figure 256

Potential dropped object.

This chair is not supported
at all.

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Figure 257

If you have to leave something

on a derrick platform for a short
period make sure it is correctly
secured. Rope is not an option.

Figure 258

Rig crews should remove

potential dropped objects; if the
rig inspector finds them, it
means that the rig’s crew is not
doing their derrick inspections
properly.

Figure 259

Weekly derrick inspections

should find and remove these
items.

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Figure 260

Anything that is mounted

in the derrick has the
potential to fall. This light
fitting is hanging on a
safety sling on one side
and an electrical wire on
the other side.

Figure 261

We look for loose

equipment and bad
housekeeping. Even
flakes of rust are
dangerous. These look
like a Stanley knife.

Figure 262

Even rust flakes could

become a potential
dropped object.

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Figure 264 Figure 263

This sling only captures the This sling NOW captures

light body. everything: light body, U-bracket
and support bracket and it is
taut.

 If you take it up, bring it down again.

 Keep a record in the doghouse.
 Secure tools while you are working.
 Do not rush.
 If you think you see something unsafe, discuss it with your colleagues.
 Be open and accept advice from others.

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Figure 265

This lump of grease weighed

650 grams (23 ounces) and fell
just 46 metres (144 feet) from
the crown to the doghouse roof.
When it hit the deck, it had 2.4
times the momentum energy of
a fastball thrown by the fastest
known baseball pitcher in the
Major League.

Figure 266

Gas-cut and home-made repairs

on the derrick beams are not
allowed.

Figure 267

Certified and proper engineered

pad eyes can only be fitted by
specialist welders. After welding
is completed a load test needs
to be performed, and an SWL
sign should be added.

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Figure 268

Grating is missing, which

is a clear tripping hazard.

Figure 269

Loose nuts can cause an

incident when dropping
out of the derrick. Notice
which nuts are
adequately secured and
which ones lack the
much-needed safety pin.

Figure 270

The winch wire is routed

away from the fingers,
but they have no safety
chains, wires or slings.

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Figure 271

Rope is not sufficient; API

requires a heavy-duty wire
mesh or heavy-duty screen.

Figure 272

Platform with safety wire across

the hinge.

Figure 273

Aircraft warning light.

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 Carry out visual inspections.

 Check items if you are not sure they are secured properly.
 Do not leave it for the next guy to do.
 Make it your habit to look around every time you are in the derrick.
 Practice good housekeeping.
 Follow dropped object procedures.

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7 Winches
7.1 Introduction

What is it?
A winch is a lifting device used to lift heavy equipment or sometimes even
personnel. Most winches are air-driven, some winches are hydraulically-driven.
What does it do?
Lifting equipment or personnel
How much power?
Depends from 500 kg up to 5 tons SWL (Safe Work Load)
Special features?
A great number of special features are required for man-riding winches.

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7.2 Air winches: man-riding winches

Figure 274 - Modern man-riding winch made by NOV.

Figure 275 - Modern man-riding winch layout (notice the accumulator

bottle).

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Figure 276 - Man-riding winch specifications.

Figure 277 Figure 278 - Man-riding winch: schematic.

Man-riding winch:
general items.

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Figure 279 - Hydraulic layout of the man-riding winch.

Figure 280 Figure 281 - Special tool:

ratchet wrench.
The winch is protected from overload
by a flexible coupling of the slip-hub A ratchet wrench is supplied for
type. tightening the drum's flexible
coupling. This wrench is to be
located inside the door of the
valve cabinet.

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Figure 282 - Recommended lubrication schematic NOV.

Figure 283

Good design spooling

device for the man-
rider.

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Figure 284

Control console
for the modern
man-rider winch.

Figure 285 - Grease points for the man-rider winch.

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Figure 286

Remote-control console with

emergency stop.

Figure 287 - Table for broken wires for both cranes as well as for
winches.

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7.3 Man-riding winch

(Source: NOV document T366-Z-MA-001 revision 0)
The Hydralift man-riding winch type HL-MR-150-110M is designed for safe
and reliable personnel-handling operations on drilling rigs in a heavy-duty
and critical onshore and offshore working environment. The winch is
designed to meet the latest NPD and EU rules for machine directive
requirements for such equipment, and is type-approved by DNV and ABS.
The winch unit consists of the following main components:
 drum
 drum foundation
 mechanical-driven spooling device
 motor drive unit with brake
 slip hub
 disc brake units
 valve equipment and wire rope
The winch is also equipped with hook stop (up and down) and a slack-wire
detection system. In addition, a separate handheld remote control with 6-
metre hoses is available. The winch is prepared for a connection to an
external hydraulic power unit (ring line hydraulic system) of a constant
pressure type. Pressure regulation, flow limitation valves and filters are
integrated into the winch system. The winch is fitted with an accumulator for
emergency operation in case of hydraulic power loss from the rig's ring line
system.
Standard operation mode
In standard operation mode for man-riding, the winch up/down movement is
accurate and directly controlled by the winch handle. The winch handle is
spring-centred to the neutral position. In this mode the winch is also secured
for working with moving equipment. The winch pull force is limited to 150
kg, and the winch will pay out wire if the load gets heavier than 230 kg.
Emergency operation mode
This mode is used when the hydraulic power supply fails during the winch
operation. If a person is hanging in the winch under such circumstances, it is
possible to lower or hoist the person to bring him down into a safe location.
The hydraulic pressure in this mode is maintained by an accumulator. The
accumulator is automatically recharged when the winch is back in standard
operation mode.

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7.3.1 Main design

Drum and drum foundation steel structure
The drum is made of stainless-steel plates bolted together. The winch
structure is built of plate elements. All welding is performed in accordance
with the approved procedures. One of the drum flanges is equipped with a
split opening to allow wire end termination on the outside of the flange.
Three bolted clamps secure the wire end.
The winch is equipped with the mechanical spooling system to ensure an op-
timal build-up of wire rope on the drum. The system ensures excellent
spooling and a long wire lifetime. The winch drum is well protected from
personnel contact by a stainless-steel metal cover fitted to the winch
foundation with bolts. The cover is equipped with a hinged hatch for the
simple inspection of the drum/wire. The cover also protects the drum from
oil spillage, mud and water.
Mechanical spooling device
The spooling device consists of a wire guide, a double-grooved driveshaft, a
sprocket wheel on the drive shaft and drum shaft, and a chain between the
driveshaft and the drum shaft. When the drum rotates, the drum shaft
drives the double-grooved drive shaft on the spooling device, which moves
the wire guide that guides the wire on to the drum.
Hydraulic drive system
The winch drum is driven by an OMT motor connected to one side of the
winch drums, transferring the output torque to the drum. The motor has
high total efficiency and runs smoothly, even at an extremely low speed.
Drum brake units
In addition to the hydraulic brake integrated in the motor, there are two
extra brakes of a disc type working directly on the drum. One is hydraulic-
operated and the other is manual-operated. There is also a counterbalance
valve mounted on the motor.
Brake 1
The hydraulic brake in the motor is designed for fail-safe operation, which
means that the brake actuates when pressure supply is lost, for instance due
to a ruptured hose or pipe. The hydraulic brake is a dual-load control valve.
The motor brake consists basically of a set of plate springs. When pressure
is lost, the piston is forced to move backwards by the plate springs, and at
the same time the piston moves the brake disk together, until the required
brake torque is achieved.
Brake 2
The hydraulic disc brake needs hydraulic pressure from the emergency stop
valve on the remote control. The disc brake operates directly on the drum
flange.
Brake 3
The manual disc brake is manually-operated on the winch. The disc brake
operates directly on the drum flange.
Brake 4
This brake is connected to a load control valve. When the operating handle is
in hoisting position, pressure will release the mechanical brake on the motor,
and open the load control valve and the hoisting will proceed. If the
operating handle is in the neutral position, the winch will hold its position by
means of the load control valve, and the motor brake will be activated.

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Valve cabinet
The valve cabinet houses all the main valves and critical components for the
winch. The valve cabinet is totally enclosed for long-term operation in a
corrosive environment.
Hydraulic valves
All the valves for the winch are installed inside the motor side cabinet, to
protect them from any external mechanical and/or chemical damage.
Control panel
The winch can be operated locally from the winch control panel or from the
pendant hydraulic remote control. Both control panels have the following
control functions:
 emergency stop
 brake for stopping the winch
 winch-up/-down control lever for stepless speed/direction control of the
winch
The control panel is located on the winch. A local main control valve is fitted
into the control panel for the winch system. The valve is equipped with a
winch-hoisting/ pressure-limiting valve and flow-limiting valve for easy
connection to the rig's ring-line system with overcapacity. The control panel
is also equipped with clear operating instructions.
To achieve a better view and communication between the operator and the
man-rider, an extra pendant hydraulic remote-control device is installed. The
pendant remote is fitted with a control valve and an emergency brake valve,
and is hydraulically connected to the main panel by means of a 6-metre-long
multi-hose. Upon request, a cordless radio-operated control system is also
available.
Wire
The winch is equipped with 110 metres of 10-mm rotation-resistant wire.
The wire is fastened to the drum by three bolted clamps. The outer end of
the wire is equipped with a closed spelter socket of an offshore type.

7.3.2 Safety functions

In order to achieve the safe operation of the winch, and a commitment to
the regulation requirements from both the proving authority and the client,
extra hydraulic/mechanical systems (i.e. in addition to the ordinary winch
system) have been incorporated in the winch.
Moving equipment
This system eliminates the risk of overload to personnel from an external
force, caused by moving equipment by using a slip/hub adjusted to circa 230
kg. If any external force is applied to a person hanging in the winch, the
winch will pay out wire and avoid any overload to the person. The payout
function will always be active, except when the manual or hydraulic disc
brakes are active.
Slack-wire stop system
This system is applied to the winch to avoid slack wire during lowering. The
system consists of a wire sheave connected to a rotating bracket. When load
is applied to the wire, the wire sheave and bracket are rotated upwards until
a valve handle is moved to its ON position. This sequence gives a pressure
permit to the winch-down operation.
If for some reason the person becomes attached to an object during a
lowering sequence, and is not able to continue to descend, the wire sheave
on the rotating bracket will rotate down, and it will move the valve handle to

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the off position. This will cut off the oil pressure to the winch-down side of
the motor and stop the descent, thereby preventing slack wire.
Pressure roller on the drum
The roller consists of a spring-applied roller pressed against the wire on the
drum, to keep it from unwinding if slack wire should occur.
Wire end stop system
The wire end stop system is installed to avoid winch-hoisting/lowering
movements after the person has reached his/her maximum/minimum
destination. Always leave a minimum of 5 turns of wire on the drum.
Emergency system
This system is installed on the winch to achieve safe lowering or hoisting of a
person to a safe location, due to the absence of pressure from the ring line
system. After choosing the emergency operation on the three-way ball
valve, the accumulator pressure is selected and it is ready for selecting the
winch direction on the control desk. It is important to reset the emergency
valves to their normal position after a return of pressure.
Emergency stop/brake
An emergency stop button is installed on the winch control panel. An
emergency brake button is also installed on the hydraulic remote-control
panel.

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7.4 Winch checklist

 Check the condition of the brake lining (no oil contamination is allowed on
the lining).
 Ensure that the brake linkage system and brake adjustment is correct.
 Make sure that a ball valve is used in the air supply line and that the handle is
within easy reach of the winch operator.
 Ensure that the free-fall handles on hoist winches have been disabled or
removed.
 Check for oil and air leaks.
 Check the condition of the wire-end termination.
 Check that the winch control handle returns to neutral when released.
 Ensure permanent safe working load (SWL) signs are clearly displayed.
 Ensure a protective drum cage is fitted.
 Make certain a spooling device is fitted.
 Confirm the controls correctly indicate UP and DOWN functions; check
whether the winch controls are operating the same on all winches.
 Check the condition of the winch foundation and foundation bolts, as well as
recent NDT inspection records.
 Verify that an air exhaust noise suppressor is installed.
 Check the condition of the snatch blocks and review their inspection reports.
 Ensure the snatch block sheave diameter is at least eighteen times the
diameter of the wire in use.
 Check the condition of the wire (API RP 9B).
 Confirm that the non-gear driven man-riding winches are fitted with an
automatic and a manual brake.
 Confirm that the man-riding winches have non-rotating wire installed.
 Ensure that no rubber hoses are fitted in the man-riding winch air supply
lines.
 Check that the maximum pull/speed adjustment on the man-riding winches is
correct.
 Ensure that dedicated man-riding winches are installed in their area of
operation.
 Confirm that there is an accumulator system for the man-riding winches, if
applicable.

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7.5 Hyperlinked images and drawings from the Winch Checklist

presentation
Figure 288

Ball valve close to operator.

Figure 289

Free-fall handle needs to be

locked.

Figure 290

Snatch-block sheave
undergoing inspection.

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Figure 291

Cable secured with a

wedge-type socket

Figure 292

Poorly fitted man-

riding winch.

Figure 293

Modern man-riding
winch.

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7.6 Air winches: photos and drawings

Figure 294

Drill floor with utility and

man-riding tugger.

Figure 295

New man-riding winch being

installed.

Figure 296

Man-riding winch:
adjustment block with
adjustment screws to adjust
the speed and load-limiting
device.

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Figure 297

Oil-contaminated brake:
the brake lining should
be replaced first.

Figure 298

Putting a plastic bag

inside the brake
assembly is not a
professional way for
cleaning or adjusting
the brake.

Figure 299

Brake 'adjusted' with a

heavy 1502 coupling.

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Figure 300

Free-fall handles must

either be secured on, or
removed altogether
from all the winches.

Figure 301

Locking system to
isolate and prevent the
use of the free-fall
mechanism.

Figure 302

Foundation bolt missing

and bent stud on the
brake assembly.

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Figure 303

Overstressed foundation
bolt with a very low-
quality safety pin.

Figure 304

Poor maintenance of
this tugger; the wire
requires replacement as
soon as possible. Can
you state/observe five
obvious deficiencies
here?

Figure 305

Sharp spikes sticking

out of the damaged
tugger wire.

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Figure 306

Rig worker using his hand

as a spooling device.

Figure 307

Home-made spooling
device, perfectly suitable
for this application. Notice
the silencer on the air
exhaust.

Figure 308

This air winch is installed

the wrong way round. The
spooling device is located
on the wrong side, so the
operator has to stand in
front of the winch to spool
the wire rope.

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Figure 309

Home-made spooling
device that operates
satisfactorily.

Figure 310

Automatic line-spooling
device and line-tensioning
system installed. The drum
guard was removed for
this inspection.

Figure 311

No spooling device fitted,

so the wire ends up tangled
on the drum.

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Figure 312

A designated man-riding
winch?

Figure 313

Snatch-locks under the

crown block platform
secured with safety slings.
The preferred shackles in
the derrick are of the four-
part type (the ones painted
orange). The upper
shackles need to be
replaced, as these are the
two-part shackles. What
else do you notice to be
wrong here?

Figure 314

The typical four-part

shackle or safety shackle
required by major
operators:
1. stud
2. nut
3. harp
4. safety split pin

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Figure 315

Schematic showing how to

secure the snatch-blocks
and wires with a safety
sling. Ensure that the
safety sling's safe working
load (SWL) rating is at
least twice the SWL rating
of the tugger wire. The
distance between the
snatch-block bottom and
the safety wire loop must
be as short as reasonably
possible, in order to reduce
the dynamic impact,
should the winch line fail.
This is an old fashioned
way to secure the snatch
blocks, but is still to be
preferred over no
protection at all. Modern
snatch blocks have OEM
designed secondary
retention systems
installed.

Figure 316

No safety guard covering

the drum, no wire spooling
device, no air exhaust
silencer, no hold-down
bolts, but welded on to the
frame, no SWL sign and no
air supply isolation valve
installed. Nice paint job,
though.

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8 Lifting and handling equipment

8.1 Introduction

API RP 8B
This International Standard gives guidelines and establishes requirements
for inspection, maintenance, repair and remanufacture of items of hoisting
equipment used in drilling and production operations, in order to maintain
the serviceability of this equipment.
Items of drilling and production hoisting equipment covered by this
International Standard are:
 crown-block sheaves and bearings;
 travelling blocks and hook blocks;
 block-to-hook adapters;
 connectors and link adapters;
 drilling hooks;
 tubing hooks and sucker-rod hooks;
 elevator links;
 casing elevators;
 tubing elevators;
 drill-pipe elevators and drill-collar elevators;
 sucker-rod elevators;
 rotary swivel-bail adapters;
 rotary swivels;
 power swivels;
 power subs;
 spiders, if capable of being used as elevators;
 dead-line tie-down/wireline anchors;
 drill-string motion compensators;
 kelly spinners, if capable of being used as hoisting equipment;
 riser-running tool components, if capable of being used as hoisting
equipment;
 wellhead-running tool components, if capable of being used as
hoisting equipment;
 safety clamps, capable of being used as hoisting equipment.

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8.2 Lifting and handling equipment checklist

 Check that all drilling lifting equipment is inspected, as per API RP 8B
Category I and II, and visually inspected before use.
 Ensure that all drilling lifting equipment is NDT-inspected, as per API RP 8B
Category III every six months.
 Confirm that all chain hoists are inspected on a six-monthly basis and
inspected before use.
 Check that sheaves and snatch blocks are being removed from the derrick to
be inspected on a regular basis.
 Check that all the drill string elevator IDs are measured every six months.
 Verify that the elevator links/bails are measured every six months. Follow
OEMs’ recommendations about the load rating.
 Check that the slips, master bushings and safety clamps are inspected every
six working months.
 Record the date of the last inspection of all drilling tubulars as well as the
inspection criteria used (minimum as per API RP 7G).
 Record the date of the last inspection date of all the drilling subs and fishing
tools.
 Are the preferred four-part shackles in use in the derrick?
 Verify that all shackles and slings are inspected every six months. All
shackles and slings require to be certified.
 If the rig uses a colour code that is changed on a six-monthly rotation, is it
correctly enforced?
 Check that the pad eyes have been load-tested and inspected as part of the
six-monthly inspection programme (API RP 8B Category III).
 Pad eyes must be load-tested by the inspection authority and permanent SWL
signs must be displayed next to the pad eyes.
 Confirm that no homemade spliced wire slings are used on the rig.
 Ensure that no homemade lifting eyes or drill pipe lifting subs are in use.
 Ensure that all the rig tongs, casing tongs and elevators are inspected every
six months.

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8.3 Hyperlinked images and drawings from the Lifting and

Handling Equipment Checklist presentation

Figure 317

On-site NDT
inspections of lifting
gear.

Figure 318

Lifting gear under

inspection.

Figure 319

Measuring elevator
bails and links.

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8.4 Lifting and handling equipment: photos and drawings

Figure 320

Broken retaining pins fail

to back up the tong
inserts. If this tong die
fails inside the well, then
it could cause prolonged
downtime.

Figure 321

Regular inspection of the

rig tongs is very important
to the safety of personnel.

Figure 322

Not a good NDT on the

tongs. What about
inspecting the hanging
arm as well?

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Figure 323

Unauthorized welding of
an extension to the tong
arm.

Figure 324

Using a tong die as a

spacer is not
recommended. Was the
handle welded by the rig
crew? NDT over paint?

Figure 325

Wrong size of dies in

these tongs. Clear safety
marks painted on danger
areas to prevent the rig
crew from putting their
hands in the wrong place.

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Figure 326

Completely destroyed
tong section.

Figure 327

Unauthorized welding to
connect the tong dies on
the casing tong. This
casing element can
shatter into a thousand
pieces under load!

Figure 328

Home-made arm and

non-OEM stud in the new
tong on a brand new rig.

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Figure 329

Dramatic failure of the

elevator links, which
shows the importance of
an NDT and proper
understanding of the safe
load rating of drilling
lifting equipment.

Figure 330

Wear on the eye of the

elevator link. Downrating
by means of the OEM
instructions is required.

U p p er E ye (A ) L ow er E ye (B ) R atin g Figure 331

2-1/4” -250 T
Table for downrating the
5” 2 -1/4” 250T elevator links from the
4-3/4” 2 -1/8” 210T OEM.
4-5/8” 2 -1/16” 187.5T (75% )

3-1/2” -5 0 0 T

6” 3 -1/2” 500T
5-5/8” 3 -1/4” 440T

5-1/4” 3” 375T (75% )

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Figure 332

Replace the non-OEM

hinge pin. Both were
given a certificate of
fitness.

Figure 333

Drill pipe elevator NDT

inspection.

Figure 334

Unauthorized welding of
the rig number onto the
elevators. This elevator
must be scrapped
immediately.

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Figure 335

Drill pipe slips in a very

poor state.

Figure 336

Drill pipe slips cracked,

most likely due to worn
master bushings or the
use of the wrong angle
master bushing drill pipe
inserts.

Figure 337

Unauthorized welding on
the safety clamps.

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Figure 338

Clear wear is noticeable;

the slips are going down
too deep.

Figure 339

In this picture, the slips

are sitting low, but the
gap between the bowl
segments shows no
wear. Varco SDS, SDML
and SDXL slips usually sit
rather low in the bowls.

Figure 340

Measuring the neck of

the drilling bowls.

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Figure 341

Where to measure the bushing

and typical sizes.

Figure 342

Rig-made handling equipment

must not be used.

Figure 343

Pipe spinner should have a

secondary means of retention, and
a safety sling attached from the
hanging line to the lifting point on
the spinner. Then if the lifting
cylinder or its component fails, the
spinner will not fall onto the
operating crew.

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Figure 344

Bent and
overstressed
bracket for the
back-up tong.
Consult the derrick
drawings for the
correct type of
bracket to be used.

Figure 345

Severely corroded and

damaged back-up sling.
A certified sling with a
moulded eye must be
installed here.

Figure 346

One of the crown block

sheaves ending up
inside the driller's
doghouse. The driller
got away safely just in
time!

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Figure 347

The drill line deadline

anchor requires six-
monthly NDT too. Very
often we find cracks on
the main frame.

Figure 348

The drill line deadline

anchor after NDT.

Figure 349

Load-bearing areas of the

drill line deadline anchor.

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8.4.1 Load-bearing and inspection points according to API RP 8B

Figure 350 - NDT of centre latch elevator as per API RP 8B and ISO
13534.

Figure 351 - NDT of side door elevator as per API RP 8B and ISO
13534.

Figure 352 - NDT of the slip-type elevator as per API RP 8B and ISO
13534.

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Figure 353 - Elevator link inspection as per API RP 8B and ISO

13534.

Figure 354 - NDT of swivel as per API RP 8B and ISO 13534.

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Figure 355 - NDT of the deadline anchor as per API RP 8B and ISO
13534.

Figure 356 - NDT of the rotary slips as per API RP 8B and ISO
13534.

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Figure 357 - NDT of the hook as per API RP 8B and ISO 13534.

Figure 358 - NDT inspection of the link adapter as per

API RP 8B and ISO 13534.

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Figure 359 - NDT inspection of the block-to-hook adapter

as per API RP 8B and ISO 13534.

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Chapter 02
Mud-processing equipment

1 Mud pumps ............................................................................ 184

1.1 Introduction ..................................................................... 184
1.2 Mud pump checklist .......................................................... 185
1.3 Hyperlinked images and drawings from the mud pumps
checklist presentation ....................................................... 186
1.4 Mud pumps: photos and drawings ...................................... 193
2 Mud systems .......................................................................... 215
2.1 Introduction ..................................................................... 215
2.2 Mud system checklist ........................................................ 216
2.3 Hyperlinked images and drawings from the mud systems
checklist presentation ....................................................... 218
2.4 Mud systems: photos and drawings .................................... 226

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1 Mud pumps
1.1 Introduction

What is it?
Two to four mud pumps are normally installed. Mud pumps are driven by
two big DC motors, they are or are AC-VFD driven and mud pumps are
mostly triplex pumps.

What does it do?

Mud pumps are very powerful pumps, pumping mud with the Maximum
Working Pressure (MWP), varying from 3,000 up to 7,500 psi MWP, down
through the drill string through the drill bit.

How much power?

From 3,000 psi up to 7,500 psi MWP; driven by two 1,000-hp DC motors
or driven by AC-VFD motors in combination with a large gearbox.

Special features?
Some mud pumps are chain-driven while others are belt-driven. Modern
mud pumps are gear-driven using AC motors. Larger mud pumps use
special mud charge pumps to boost the efficiency.

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1.2 Mud pump checklist

 Check the condition of the drive chains and sprockets, or the drive belts and
pulleys.
 Confirm the operation of the VFD for the AC-driven mud pumps, if applicable.
 Measure and record the main and pinion shaft bearing clearances. Note: The
maximum clearance is approximately 0.016 inch (0.40 mm), depending on the
OEM specifications.
 Visually inspect the bronze covers on the main shaft eccentric bearings for
cracks or loose pins.
 Verify and record the crosshead slide clearances (National pumps: top
clearance between 0.015 inch/0.38 mm and 0.025 inch/0.63 mm).
 Examine the oil analysis frequency and records.
 Ensure that the pressure relief valves exhaust lines are sloping downwards at
least 2 degrees (or circa ½ inch per foot) (API RP 54 section 9.13.7).
 Check the location of the relief valve on the mud pump discharge manifold.
 Ensure that the installed discharge pulsation dampener is correctly charged
with nitrogen.
 Check the condition of the high-pressure discharge manifold strainer and the
low-pressure suction strainer.
 Inspect the condition of the suction and discharge valves and seats.
 Ensure that with 3,000-psi/200-bar WP or higher pressure-rated systems there
are no NPT-threaded fittings used for all connections of 2 inches or larger
(API RP 53 sections 8.2.b and 10.2.1b)
 Examine the suction pulsation dampener (pressure and gas).
 Verify that the pony rods and pistons are NDT-inspected during IBW PM.
 Are the discharge manifold studs inspected (NDT/stretch) on a 10% cycle
every year? Are the studs sticking out at the same length?
 Verify and test the condition of the mud pump discharge manifold high-
pressure valves.
 Check the ultrasonic wall thickness inspection records for high-pressure
lines (a minimum 87.5% of the original wall thickness must be left).
 Verify and test the condition of the DC or the AC mud pump drive motors, and
check the latest overhaul records of the motors.
 Check the condition of the electrical cables and junction boxes.
 Ensure the crew do not use silicone sealant as gasket material on the main
crankcase covers. Explain to the crew why we cannot use silicone sealant on
the covers of the mud pumps.
 Check the condition of the pony rod for scoring and pitting, and check the
condition of the pony rods seals (water must be prevented from entering the
mud pump crosshead slide compartments).

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1.3 Hyperlinked images and drawings from the mud pumps

checklist presentation

Figure 1

Mud pump power end with

bull gear.

Figure 2

Crankshaft with connection

rods and eccentric bearings.

Figure 3

Crosshead with crosshead

slide profile and pony rod.

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Figure 4

Fluid end.

Figure 5

Main shaft bearing

measurement mud pumps.

Figure 6

Worn and damaged

sprocket teeth drive end.

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Figure 7

Mud cross with strainer, pulsation

dampener and relief valve on the same
block at the mud pump discharge
manifold.
If the strainer is blocked then the
pulsation dampener can not work
anymore, hence increased vibration in
the lines.

Figure 8

Typical suction strainer.

Figure 9

Fluid-end studs must be inspected

regularly.

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Figure 10

Typical wiper seal

operation of the pony
rod.

Figure 11 - Measurement of crosshead slide clearance.

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Figure 12 - Vent line should be sloping downwards.

Figure 13 - When the vent line is flowing uphill, solidified

mud can settle. This might block the relief valve,
possibly leading to excessive pressure.

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Figure 14 - Correct position of pressure relief valve.

Figure 15 - NPT threaded fittings seal on the tapered threads. There

is direct contact between the threads and the mud. The
maximum size should not exceed 2 inches. Never allow
welding on NPT threaded fittings.

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Figure 16 - Cracks can develop at the hub-end of the pony rod as well
as on the hubs of the pistons. Test the condition of the
pony rods and seals for wear, pitting and scoring. Ensure
the rubber seals are not too hard.

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1.4 Mud pumps: photos and drawings

. Figure 17

The inspection of the mud pump is

only possible after the main
crankcase cover is removed.
Simply removing the small
inspection covers on the main
crankcase cover does not provide
the access needed to measure the
clearances of the main and pinion
shaft bearings.

Figure 18

The surveyor or rig mechanic

needs to get inside the mud pumps
to perform measurements and
visual inspections. Electrical
isolation is critical. The discharge
high-pressure valves must be
closed and secured, otherwise
backpressure from the other
pumps could push the pistons
back.

Figure 19

Bull gears in as-new condition.

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Figure 20

Damaged teeth cannot be

repaired on the rig. These
teeth must be chemically
hardened after repair by the
OEM in special machine
shops.

Figure 21

An NDT inspection
revealed cracked teeth on
this bull gear.

Figure 22

The main shaft and pinion

shaft have roller bearings
installed, whose clearances
regularly need to be
measured, and the values
should be recorded in the
history files.

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Figure 23

Measuring the clearance of the

main bearing using long feeler
gauges.

Figure 24

Debris found in the oil. Not too

hard to find its origin. Therefore
all the bearings require a
thorough inspection to find out
where this came from.

Figure 25

This means serious trouble.

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Figure 26

Covers removed to allow

measuring of the main
bearings and crosshead slide
clearances (Gardner Denver
mud pump).

Figure 27

Main shaft eccentric bearings.

It is difficult to measure their
clearances, as the rollers are
normally enclosed within a
bronze cage, so feeler
gauges cannot be used.

Figure 28

Visual inspection of the

bronze cages of the eccentric
bearings, looking for cracks
and loose or missing pins.
This inspection requires that
the mud pump be rotated
manually several times to
check all the eccentric
bearings from both sides
using a flashlight and
crankcase mirror.

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Figure 29

Cracks in the bronze cages

are a good indication that
the bearing rollers are worn.

Figure 30

Checking the eccentric

bearing clearances using a
dial indicator and hydraulic
jack. This requires removing
the oil from the sump.
Difficult to do as the crank
can easily rotate when lifted.

Figure 31

Very dirty oil inside the

crankcase. Notice the bull
gear-driven lubricating-oil
pump, which limits the slow
oil pump speed. This pump
cannot be pre-lubricated, so
the Driller should start the
pumps slowly to prevent
damage due to lubricating-
oil starvation on the bearings
and crossheads. Modern
pumps have external motor-
driven lubricating-oil pumps.

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Figure 32

Water contamination results

in emulsified lubricating oil,
which will cause corrosion in
the power end components.

Figure 33

High contents of water in

the lubricating oil from
condensation or water
ingress due to poor pony
rod seals. This will result in
rapid corrosion of the bull
gear and all the bearings.

Figure 34

Poor pony rod seals or

scored pony rod shafts will
allow water ingress,
resulting in high corrosion
levels.

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Figure 35

Crosshead slides found

severely scored, most likely
due to oil starvation when
the pumps were started and
run too fast too soon.

Figure 36

Crosshead slide in as-new

condition.

Figure 37

Measuring the clearance of

the crosshead bearings and
pin.

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Figure 38

Severely worn crosshead bearing pin.

Figure 39

Crosshead being fitted with new

bearing.

Figure 40

New crosshead bearing pin.

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Figure 41

An NDT inspection
revealed a large crack on
the main crankshaft. An
NDT inspection of the
main shaft will take
several hours.

Figure 42

Far too much slack in the

mud pump drive chain.

Figure 43

Severely worn sprocket

teeth.

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Figure 44

New sprocket and chain;

sprocket teeth in as-new
condition.

Figure 45

Modern mud pump

showing the gear box and
VDF drive motor. These
modern mud pumps have
a very large gearbox drive
and are using VFD AC
motors instead of DC
motors.

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Figure 46

Regular NDT inspections of the pony rod

hubs and piston hubs and their clamps
can reduce a lot of downtime. Worn
clamps can also contribute to rapid wear
of the hubs of the pony rods and pistons.

Figure 47

All three pony rods were cracked in this

pump, which is not an exception. Can you
see at least three more very dangerous
situations in this picture?

Figure 48

Intermediate shafts: a large number of

these showed cracks during the NDT.

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Figure 49

Excessive use of silicone sealant on

the covers of this mud pump, i.e. a
bad practice. The silicone putty can
easily plug up the lubricating-oil
trough, resulting in bearing failure
due to the lack of lubrication.

Figure 50

The trough that guides the

lubricating oil to the bearings; one
line is plugged by a lump of silicone.
The bearing will fail at short notice if
no corrective action is undertaken.
Note: The square headed plug is a
magnet that will attract any ferrous
material in the oil.

Figure 51

This can happen if the relief valve

exhaust piping is not adequately
anchored to the mud tanks.

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Figure 52

This fluid end had two

cracks. The suction
modules of the fluid ends
often crack due to the
poor condition or low
precharge levels/volume
of the suction pulsation
dampeners.

Figure 53

Inspection of the suction

and discharge valves.

Figure 54

Discharge strainer in very

good condition. However,
it does not fill the gap!

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Figure 55

Rigid piping welded onto both sides

of the mud pump manifold cross-
block. Consequently, the high-
pressure strainer could not be
removed!

Figure 56

Damaged discharge strainer.

Figure 57

Completely deteriorated discharge

strainer.

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Figure 58

Badly blocked high-

pressure strainer with
countless tie-wraps which
were caught.

Figure 59

Schematic showing the

preferred NOV position
for the high-pressure
strainer.

Figure 60

NPT threaded relief valve

with the correctly
designed safety clamps
installed. The NPT
threaded relief valves
should be replaced by
flanged-type relief valves.

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Figure 61

The preferred flange-

mounted relief valve is
complying with the API
standards.

Figure 62

The vent line is running

uphill. When the relief valve
lifts, the vent line will be
filled with mud, which could
solidify and block the vent
line, thereby rendering the
relief valve ineffective. This
could cause excessive
pressure and line failures.

Figure 63

Unauthorized welding on the

high-pressure piping and
home-made pad eye for the
safety sling for the relief
valve.

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Figure 64

Discharge of the relief

valve is not secured with
any clamps onto the mud
pits and is sloping
upwards, i.e. not self-
draining. The relief valve
is connected to the wrong
side of the discharge
manifold.

Figure 65

NPT threaded relief valve

and the relief line has no
secondary engineered
retention system installed.

Figure 66

Poor routing of the

discharge line of the relief
valve. The relief valve is
located at the wrong side
of the mud pump
discharge manifold.

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Figure 67

Desperate measures:
welding the fluid ends to
the main body of the mud
pumps. This is not really a
long-term solution.

Figure 68

Sheared studs of the

discharge manifold.
Regular NDT inspections
are required to detect
these potential failures.

Figure 69

Unequal stud lengths for

the threaded studs on the
fluid end caps. Are the
“long” studs too long or
are they not fully screwed
into the female threads of
the housing due to debris
inside the threaded holes?

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Figure 70

Using 4-inch NPT threaded

plugs as a kind of fluid
target; a bad practice.
Large NPT threaded
fittings should not be used
in the high-pressure mud
systems.

Figure 71

All NPT threaded fittings

larger than 2-inch OD
should be replaced by
welded or flanged
connections. Here the NPT
threaded connections were
found covered with welds,
which is a very dangerous
practice!

Figure 72

Raising the location of this

relief valve means that the
high-pressure discharge
strainer could no longer be
removed. It will be very
difficult for the crew to
access this relief valve for
adjustment or PM.

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Figure 73

Flanged-type pressure gauge, the

threads have no contact with the
mud fluid, due to a diaphragm
fitted inside the housing.

Figure 74

Precharge of the pulsation

dampener should be adjusted
when another size of liners is
installed. Please inform the MWD
engineers that the precharge is
altered, so they can readjust
their instrumentation, which
relies on pulses inside the drill
string to ascertain the angle of
the drill string.

Figure 75

Are the studs not correctly

installed, or are they just the
wrong studs? The paint reveals
the answer!

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Figure 76 - Incident with

pulsation damper.

While bringing mud pump

No. 1 on line, the pulsation
dampener bladder ruptured
blowing off the pulsation
dampener cap. The pulsation
dampener was sheared from
the discharge manifold and
the mud pump sustained
significant damage.
Fortunately, nobody was
injured. The pulsation
dampener cap was found in
the sand at approximately
240 metres (!) from the mud
pump and rig site.

Figure 77 - Initial findings

and lessons.

On 22 April 2010, the

pulsation dampener was
recharged to 800 psi after a
small leak was repaired. The
possible cause was nitrogen
contaminated with oxygen or
an incorrect marking on the
oxygen bottle. Check the
nitrogen bottle for O2 with an
oxygen meter before filling
the dampener.

Figure 78 - New
installation

New mud pump installation

on a land rig. Notice that all
the relief lines are installed
opposite the pulsation
dampener and strainer
housing. Somebody finally
read the book! However, the
self-draining feature of the
relief valves through the vent
lines is not brilliant.

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Figure 79

New generation of pulsation

dampener. No gas or rubber
bladders is installed inside
the bowl, and the
dampening operation relies
only on a mud air cushion.
The size of this pulsation
damper is very impressive.
However, the pulsation
dampers should not be
installed on top of the high-
pressure strainer.

Figure 80

The condition of the mud

pumps on a platform rig in
an area with low drilling
standards. The relief valve
exhaust is connected to the
suction side. This is a
dangerous practice, as the
pressure rating of the
suction lines is much lower
than the rating of the
discharge lines.

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2 Mud systems
2.1 Introduction

What is it?
Mud systems can be divided into the high-pressure section from the mud pumps
towards the drill pipe and a low- pressure section for mud treatment and
supplying mud from the mud pits back to the main mud pumps.

What does it do?

Shakers, mud centrifuges, mud cleaners, mud desanders and mud desilters are
all part of the mud treatment system. A large number of centrifugal pumps are
involved in the low-pressure mud system. The vacuum degasser removes small
particles of gas from the mud.

How much power?

The AC-driven centrifugal pumps power output varies from rig to rig; outputs up to
100 HP are not uncommon.

Special features?
There are special rules for the high-pressure mud lines and the mud hoses from
the API standards (API RP 53 section 8.2, API RP 53 section 12.5.3.g and API
RP 7L).

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2.2 Mud system checklist

 Is the ventilation adequate for the indoor mud-mixing systems?
 Is the lighting adequate around the mud pits and the shakers?
 Are the electrical cables and junction boxes suitable for the Zone 1 and Zone
2 standards?
 Test the pressurized alarms of the airlocks between the mud pits and the mud
pump room (MODUs).
 Check the housekeeping standards around the mud pits, the shakers and the
sack storage area.
 Inspect the handrails and stairs for damage around the mud pits.
 Examine the condition of the dump valves of the mud pits for leaks.
 Test the condition of the mud agitators for noise and excessive vibration.
 Check the condition of the mud guns. Can the mud guns still be rotated 90
degrees?
 Test the condition and operation of the butterfly valves with fluid.
 Inspect the operation of the pit level indicators (i.e. both the local and remote
pit level indication).
 Ensure there are no damaged or unsecured gratings and other tripping
hazards around the mud pits and shakers.
 Verify that the trip tank design is acceptable (i.e. the tank must be tall and
narrow with at most one barrel per one-inch height).
 Test the condition of the desilter, desander and mud cleaners, if installed.
 Check the condition and operation of the vacuum degasser.
 Check the internal condition of the mud pits and record the corrosion levels.
 Check the distance of the mud suction line from the bottom of the mud pits.
How much mud remains in the mud tank after the suction is lost?
 Verify whether the mud pit total storage capacity is suitable for HP/HT
applications.
 Ensure that all the AC motors in Zone 1 and Zone 2 are EX and certified (API
RP 14F (2008) section 7.2.4).
 Check that any fixed fire-fighting system is operational (fixed foam or CO2
installation).
 Check the personal protective equipment (PPE), i.e.:
o long-sleeved rubber gloves (to the arm pits)
o rubber aprons
o set of goggles and/or face mask
o eyewash stations
o shower
o first-aid safety sheet of chemicals in use
o set of earplugs
 Check the corrosion levels of the mixing hopper funnels and piping.

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 Check the operation of the hopper venturi arrangement and the operation of
the eductors responsible for creating the suction pressure of the mud-mixing
system.
 Check the condition of the surge tanks for cement and barite (MODUs).
 Verify that there is a mud-weighing system present.
 Examine if adequate communication between the mud mixing hoppers area
and the driller's doghouse is possible.
 Confirm that a first-aid treatment sheet (MSDS) is in use detailing the
particular types of chemicals being handled.
 Ensure that there are no NPT threaded fittings over 2 inches used in the high-
pressure mud systems, including the mud standpipe manifold (API RP 53
sections 8.2.b and 10.2.1b).
 Check the general condition of the centrifugal pumps. Ensure they are
secured properly and are vibration-free, and that coupling guards are fitted.
 Check if efficiency testing of the centrifugal pumps installed in the low
pressure mud system is performed on a regular basis.
 Ensure there are sufficient spare connections available for the sensors on the
mud stand pipe (MWD sensors).
 Check the certification of all the mud hoses in use (API RP 7L). Is there a
spare mud hose available (installed in the derrick)?
 Check the most recent wall thickness measurements of the high-pressure
piping (at least 87.5% of the original wall thickness must be left).
 Does the crew recalibrate the pressure gauges (to be tested every three years
to 1% full scale as per API RP 53 section 12.5.3.g)?
 Ensure that all valve handles are fitted and that they are colour-coded.
 If connected to the choke manifold, there must be two isolation valves
installed between the choke manifold and mud standpipe manifold. This must
be verified. The pressure rating of both valves must be equal to the pressure
rating of the choke manifold.
 Check the condition of the flanged pressure gauge located on the mud
standpipe and on the mud pumps discharge manifold.
 Check that pressure tests are carried out periodically, i.e. a low-pressure test
at 250 psi/17 bars and then to full working pressure.
 Check the condition of the chiksans present on the rig site. No NPT threaded
chiksans are allowed and all chiksans require safety clamps and safety wires
and chains. Check the service company policy, as some companies do not
install safety wires.
 Be careful with the type-602 and type-1502 hammer union couplings, if
connected, since they do not hold pressure if clamped together, even if they
appear to match.

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2.3 Hyperlinked images and drawings from the mud systems

checklist presentation

Figure 81 - EXd junction box: Small air gap allows expansion (causing
a significant temperature drop); air gap and spotless
flange provides a flame path.

Figure 82 - Exe junction box: Double-secured cable connections and

an O-ring.

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Figure 83 - Layout of an airlock.

Figure 84 - Surge tank layout.

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Figure 85 - Zones according to API RP 14 section 4.

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Figure 86

Typical mud cleaner unit.

Figure 87

Severely-corroded mud pit walls.

Figure 88

Typical eyewash station.

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Figure 89

Goggles, face masks

and earplugs must be
available.

Figure 90

Typical mixing
hoppers.

Figure 91

Safety signs are

essential.

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Figure 92 - Design of connection between the standpipe manifold

and the choke manifold.

Figure 93

Corrosion is not always an

internal problem.

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Figure 94

Spare hose in derrick.

Figure 95

Numbered ground mud manifold.

Figure 96

Chiksan union without safety

slings.

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Figure 97

Mismatched units have caused several fatalities in the past. In this chapter
we will explain the possible dangers and what to look out for. Weco
connectors are used for temporary pipe and flow line installations, like
chiksans. Sometimes we use them to connect the cement unit test lines with
the choke and kill manifold in order to pressure-test the choke and kill
manifold. There are more than a dozen design variations designated by
nominal pipe diameter followed by the figure number (for instance, 2-inch
Fig. 1502).

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2.4 Mud systems: photos and drawings

Figure 98

Severely worn outer

cover of the mud pump
jumper hose.

Figure 99

Hose damage; note the

area where the bend
restrictor ends.

Figure 100

Worn sections on the

mud jumper hose. This
safety chain of sorts is far
too long and welded to a
home-made clamp that
cannot guarantee any
security.

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Figure 101

Bulk hose failure at 40 psi

(less than 3 bars). Imagine if
it was 5,000 psi, which is 350
bars!

Figure 102

No safety clamps installed on

the mud hose in the derrick.
The NPT threaded fittings are
3-inch items.

Figure 103

Gap "b":
 For rotary hoses this
dimension shall be between
6 (152.4 mm) and 18
inches (457.2 mm) from the
inboard end of the coupling.
 For vibrator hoses, this
dimension shall be 6 (152.4
mm) to 10 inches (254.0
mm) from the inboard end
of the coupling.

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Figure 104

Most hose manufacturers

are now marking their
hoses with the notation
Attach Safety Clamp Here.
The clamp is in the wrong
position on the hose.

Figure 105

Complete standpipe
manifold was constructed
using NPT threaded
fittings, some of which
have been welded around
the NPT threads. This
manifold does not comply
with the API 14F
standards and should be
replaced with a manifold
that complies with the API
standards.

Figure 106

Mud standpipe manifold

complying with the API
requirements, i.e. only
welded or flanged
connections are allowed.

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Figure 107

NPT threaded fittings and

very sharp bends are not
allowed on the mud
standpipe manifold.
Minimum radius must be
at least 10 times the
internal diameter.

Figure 108

Weld repairs made to the

high-pressure mud line. A
very dangerous and
unauthorized practice!

Figure 109

The worn gate of the

standpipe manifold gate
valve. Possible problems
with holding the low-
pressure. The chrome is
completely washed away
from the gate.

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Figure 110

A washed seat and

housing of the standpipe
manifold gate valve.

Figure 111

This vent line from the

vacuum degasser is too
short. It needs to be
routed to a vent in a safe
area.

Figure 112

The float assembly of the

vacuum degasser was
found corroded and stuck.
The float did not operate.

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Figure 113

Expensive mud leaking

from a pump seal. A slow
drip will assist in cooling
and lubricating packing.
Mechanical seals are used
for oil-based mud. Be
aware of environmental
issues as well.

Figure 114

Worn impeller. We test the

flow through the system
with the electricians help.
Circulate the system with
water or mud and record
the amperage. Close the
discharge valve. The
amperage (current) should
drop at least 10% when
the valve is closed.

Figure 115

Overfilling of a pedestal of
a centrifugal pump is as
bad as underfilling the
pedestal.

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Figure 116

Proper housekeeping and good

condition of the mud pits,
grating and agitators.

Figure 117

This relief line from the mud

pumps is no longer properly
secured. The way it is fitted
means it is also a potential trip
hazard.

Figure 118

Deformed low-pressure vent line

of the relief valve. This picture
reveals the forces we are
dealing with! Securing the vent
line is vital!

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Figure 119

Poor condition of the mud

pit walls and stiffeners.
What if the rig has to
ensure that the mud tanks
are spotless (!) to
accommodate brine for
production testing? What if
the hydrostatic pressure of
the mud splits the tank
wall?

Figure 120

All clients would prefer to

see the mud tanks in this
condition.

Figure 121

All the blades are broken

on this agitator. Notice the
sharp edges and corners
on this mud pit, where
mud solids can easily
accumulate. Agitator
paddles must be designed
so they can circulate the
mud and not just stir it.
Homemade pad eyes are
visible on the suction line.

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Figure 122

Homemade blades will

rapidly wear the bearings
of the agitator motor and
gearbox.

Figure 123

Blocked and frozen mud

guns. Normally the mud
guns must be able to
rotate approximately 90
degrees.

Figure 124

Unprotected rotating
shafts on the mud pit
agitators.

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Figure 125

Leaking gate valve (dump

valve) on the mud pit causing
pollution and loss of valuable
fluids. Butterfly valves locked
with a padlock are the
preferred option.

Figure 126

Surge tanks on a MODU; a

blockage of the vent lines
might shatter the sight-
glasses.

Figure 127

Relief valve installed on the

bulk silo. The vents must be
routed to vent into a safe
area away from the rig
personnel working in the
vicinity.

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Figure 128

PPE box with neglected equipment.

Figure 129

The pit room door is left open and

under-pressurization is lost inside the
pit room. Pressure in the pit room must
be slightly less than that in the
adjacent non-hazardous areas. Doors
must be closed, alarms must be
working. An air lock entry with two
doors is preferred on this MODU.

Figure 130

Example of poor
housekeeping around the
mud pits, resulting in
unnecessary health and
tripping hazards.

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Figure 131

Poor housekeeping around

the mud-mixing area.

Figure 132

Very poor housekeeping in

this sack room. The piled
sacks could easily fall
over.

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Land rigs – Jack-up rigs – Platform rigs

Chapter 03
Engine room and power plant

1 Diesel engines ........................................................................ 240

1.1 Introduction ..................................................................... 240
1.2 Diesel engines checklist ..................................................... 241
1.3 Emergency generator checklist ........................................... 242
1.4 Hyperlinked images and drawings from the Diesel engine
checklist presentation ....................................................... 243
1.5 Diesel engines: photos and drawings .................................. 245
1.6 Emergency generator: photos ............................................ 263
2 Air compressors ...................................................................... 265
2.1 Introduction ..................................................................... 265
2.2 Air compressors checklist (more relevant for MODUs) ........... 266
2.3 Hyperlinked images and drawings from the Air compressor
checklist presentation ....................................................... 267
2.4 Air compressors: photos .................................................... 268
3 Cranes ................................................................................... 273
3.1 Introduction ..................................................................... 273
3.2 Crane checklist (relevant for MODUs) .................................. 274
3.3 Hyperlinked images and drawings from the Marine crane
checklist presentation ....................................................... 275
3.4 Marine cranes: photos and drawings ................................... 279

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1 Diesel engines
1.1 Introduction

What is it?
Diesel engines are responsible for driving the main AC generators, which
provide power for the rig. On some older land rigs the diesel engines drive
the drilling equipment directly.
What does it do?
Depending on the rig size there are three to five diesel engines present
driving the main AC or DC generators.
How much power
Depending on the rig, an average power output is 1,200 horsepower per
engine (Caterpillar D399).
Special features?
Rig-saver valves installed in the air-inlet system to prevent engine over-
speed and spark arrestors in the exhaust gas lines for all drilling rigs; plus
the “normal” safety devices all large diesel engines are required to have.

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1.2 Diesel engines checklist

 Ensure that there are sufficient engines and power available to supply
enough power for the drilling programme (even with one engine being off line
for PM purposes).
 Look for oil, air, gas and water leaks around the engine.
 Verify the date of the latest major overhaul (e.g. the latest 20,000-rhr service).
Check the OEM service hours. When is the next major overhaul due?
 Check if the oil consumption is as per the OEM specifications in relation to
the load of the diesel engines.
 Confirm that the engine safety devices are tested as per API RP 7C-11F, API
RP 14F section [Link], and API RP 54 section 9.14.2. These safety devices are
to be tested monthly. Diesel engine safety devices are the following:
o low-lubrication-oil pressure
o high-cooling-water temperature (Stage-1 and Stage-2 alarm)
o overspeed
o crankcase pressure (some engine designs)
 Verify that the overspeed tests are performed and recorded (110% rpm).
 Verify if the engine exhaust gas lines are insulated (mandatory on all diesel
engines on MODUs and good drilling practice for land-rig diesel engines).
 Confirm whether fixed fire protection is available (mandatory for all MODUs).
 Validate that crankcase overpressure safety devices are installed on the
crankcase doors (on all diesel engines with bores larger than 200 mm).
 Inspect the installation and test the operation of the combustion air inlet
safety devices (so-called rig saver valves).
 Verify that a cooling-water treatment is performed (API RP 7C-11F section
2.8). Check the test sequence and test reports.
 Check the condition of the electrical cables and junction boxes around the
engines.
 Confirm the exhaust gas colour indication (API RP 7C-11F (1994) section
9.1.10 and section 9.1.11).
 Review the oil-sampling/analysis reports and record the sampling and testing
frequency.
 Inspect the condition of the pressure and temperature sensors.
 Check the operation of the turbochargers and verify if there are spare
turbochargers available at the rig site.
 Verify that suitable spark arrestors are installed (API RP 7C-11F section A.3e
and A1).
 Verify that all the engines within 100 feet of the wellbore have spark arrestors
installed. It is good drilling practice to install spark arrestors on all the
engines around the rig site (API RP 7C-11F sections A.3e and A.1, and API RP
54 section 9.15.3).
 Check the condition of all the starting motors and verify if a spare starting
motor is available (API RP 7C-11F section 6.3.4).

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1.3 Emergency generator checklist

 Verify that the switchboard shows the power available (in kW).
 Ensure that the emergency generator engine is designed to start during a
total black-out (thirty seconds after the black-out the emergency generator
must be on line).
 Check the condition of the fan, belt and radiator.
 Verify that the emergency generator is tested every week (including an
automatic start).
 Confirm that there are two independent ways of starting the emergency
generator diesel engine. The starts must be without problems for at least
three times (MODU Code Section 5.4.2).
 Check the layout of the emergency generator switchboard.
 Make sure that on MODUs the emergency generator room is located above
the waterline (MODU Code Section 5.3.2).
 Verify if there is a pre-heating system for the engine present in case the rig
operates in colder climates (either on the cooling-water system or on the
lubricating-oil system).
 Carry out a test run at maximum load for at least thirty minutes.
 Check the condition of the starting batteries and battery chargers.

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1.4 Hyperlinked images and drawings from the Diesel engine

checklist presentation

Figure 1 - A spray of lubricating oil or fuel on an un-

protected exhaust gas line. The crew has no
chance; an instantaneous fire will be the result.

Figure 2 - A spray of lubricating oil on an insulated gas line.

First a large amount of smoke is developing
before a fire. The crew has a chance now!

Figure 3 - Fixed spark arrestor in engine muffler.

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Figure 4 - Emergency generator (schematic).

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1.5 Diesel engines: photos and drawings

Figure 5

Spotless engine room;

most exhaust gas lines
are adequately
insulated, but there is
no insulation material
present at the
turbocharger bodies.
This is a requirement for
marine engines.

Figure 6

Caterpillar engine with

multiple oil leaks. This
will create a fire hazard
and causes unnecessary
pollution.

Figure 7

Scale build-up in cooling

passages can destroy
engines. Look at the
scale in the waterways
on this cylinder head. It
does not look much, but
it is more than sufficient
to cause the head to
overheat.

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Figure 8

The scale builds up on

the cylinder liner walls
reducing heat transfer
and causing the pistons
to seize. Using cooling
water treatment is
essential. Water leaks on
the engine must be
stopped, otherwise this
expensive treatment will
just need constant
replacement.

Figure 9

When was the last major

overhaul performed on
these engines? This
uncertainty could mean
that this engine will not
be available for
approximately 10 to 14
days! More importantly
for the client, when are
the next engine
overhauls due?

Figure 10 - EMD two-

stroke engine (on
MODUs only).

The clearance of the top

piston spring indicates
whether a power pack
must be renewed. The
power pack consists of
the connection rod
including the bearings,
the piston, the liner and
the cylinder head. Power
packs are fitted as a
single, and the removed
unit is usually sent to a
workshop for repair and
return.

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Figure 11

Lubricating oil leaking

from a crankcase relief
valve seal. The most
likely cause is the
exhaust gases blowing
past the piston rings,
resulting in over
pressurizing in the
crankcase. This causes
the relief valve to
flutter. This is very
dangerous and must not
be ignored.

Figure 12

Marine engines of 200-

mm+ cylinder diameter
must be fitted with the
crankcase relief valves.
The relief valves consist
of a large diameter plate
with a light spring.

Figure 13 - Large
surface area.

A large but lightweight

spring. Why? The
opening pressure is just
0.2 bars. Explosive
forces in the crankcase
normally range from 1 to
2 bars, but 7 bars have
been known. The
explosive speed is 0.3
metres per second, but it
can reach 300 metres
per second on large
engines.

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Figure 14

Is there pressure coming

from the sump? Is the
sump level increasing for
no obvious reason? Is
the oil getting dirty? Is
there noticeable fuel in
the oil? Look at the
dipstick and smell it.

Figure 15

Large bore engine with

no crankcase relief
valves. These valves are
compulsory on all
offshore rigs.

Figure 16

An engine-monitoring
panel is a good way of
measuring the
performance and
conditions of the engine.
The temperature and
pressure read-outs are to
be checked and recorded
several times per day.

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Figure 17

It is important that all

the pressure and
temperature indicators
are working properly, as
they provide vital
information of the
condition of the engine
and its components. On
this rig this is impossible.

Figure 18

Overeager painters?
Neither the temperature
nor the pressure can be
read from these illegible
gauges.

Figure 19

Modern rigs tend to have

computerized touch
screen panels that record
everything going on in
the engine and
associated auxiliary
equipment. With a little
luck the crew will not
paint it over.

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Figure 20

The fuel injector seals on

a brass seal ring. In due
time this ring will
become too hard and
cause fuel leaks. Leaking
fuel creates a fire hazard
and can destroy the
lubricating-oil viscosity
and the right lubricating
abilities, thus causing
premature engine failure.

Figure 21

Trying to close a high-

pressure fuel leak with a
cotton rag is not a good
idea. Inside the fuel-
contaminated rag
spontaneous heat can
develop and a fire could
break out.

Figure 22

There was no protection

on this exhaust gas
piping. This is the result
of a small oil leak onto
the exhaust gas line.

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Figure 23

Showing the results of heat

on an unprotected engine
exhaust. Switch off the
lights when the engine is on
full load, and you will have
these turbocharger housings
glowing red hot.

Figure 24

On modern engines fuel lines

tend to be double-skinned
which has helped reduce but
not totally eliminate fuel oil
spraying onto exhaust gas
lines. The main cause of fires
on large engines is leaking
lubricating oil or fuel lines.
Pipes and fittings need to be
well secured as well.

Figure 25

Two pictures of fuel lines

from similar engines. Which
rig has the better mechanic?

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Figure 26

Insulation material will protect the

personnel from the heat and retard
the starting of a fire. When a leak
of lubricating oil or fuel occurs,
there will be a rapid development
of smoke that will warn the crew or
that will be detected by the smoke
sensors.

Figure 27

An unprotected exhaust line with

turbochargers and the expansion
piece. Note that the temperatures
of the exhaust gasses range from
500 to 700 degrees Celsius! The
piping contains lubricating oil going
to the turbo chargers.

Figure 28

Purpose-built heat shields have

been installed. Notice that the
exhaust gas turbochargers also
have a shield installed.

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Figure 29

Insulation material and a

heat shield providing some
protection, but all hot
surfaces should be covered.

Figure 30

Modern engine with a water-

cooled shield fitted around
the turbochargers.

Figure 31

All hot surfaces are

adequately protected from
fuel or oil leakage.

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Figure 32

Engines for marine vessels

require no rig saver valves
to be fitted. On drilling
rigs, both on shore and
offshore, rig saver valves
must be installed to
prevent over-speeding in
case of a major gas blow
out.

Figure 33

A similar model of a diesel

engine as in the previous
picture, but this time with
the correct rig saver valve
installed. Some Caterpillar
engines have two air inlet
manifolds and, as a result,
two rig saver valves
installed: one in each air
inlet manifold.

Figure 34

Same rig saver valve

installed, but this one has
been vibrating closed and
is isolated; preventing it
from working. It shows a
near-criminal level of
ignorance.

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Figure 35

Different type of rig saver

valve, but same old story
Everyone's life on the rig
is put at risk due to gross
ignorance.

Figure 36

This single rig saver valve

can be manually or
pneumatically operated.
Unfortunately, the
manual operation handle
is not connected.

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Figure 37

Black smoke from the

engine. What can we
determine here? Poor
combustion, lack of air,
bad injectors, bad
turbines? Note that at load
variations and starting the
engine black smoke is
normal, as the
turbochargers need time to
increase their speed up to
15,000 rpm.

Figure 38

Blue smoke: the engine is

burning oil from worn
liners, piston rings or
leaking valve guides.

Figure 39

White smoke indicating a

cooling-water leak
somewhere inside the
engine. The nightmare
scenario could be cooling
water leaking because of
cracked cylinder heads. If
the cylinder heads are on
one block, as often found
with smaller engines, it
could indicate a leaking
cylinder head gasket.

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Figure 40

The silencer and spark

arrestor are missing on
the exhaust gas discharge
pipe. There is no insulation
material present either.
The noise levels will be
beyond belief!

Figure 41

Also third-party-owned
engines must have spark
arrestors, rig saver
valves and insulation
material installed on their
engines.

Figure 42

There are water spray-

type spark arrestors
installed on these rig
engines. With this design
it is possible to flood the
engine when it is not
running. Severe damage
can occur when the engine
is started afterwards. Not
normally found on land
rigs nowadays.

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Figure 43

Water-cooled spark
arrestor on an offshore
rig. Good set-up; there is
plenty of water available
here (NORSOK Z-015
[Link]).

Figure 44

Standard land rig spark

arrestor with soot
collector. Engines are
located within 100 feet of
the wellbore (API RP 54
section 9.15.3).

Figure 45

Unprotected rotating
equipment on the engines.
This is a very unsafe
practice that has caused
serious accidents and even
fatalities on other rigs!
The guards on rotating
equipment are nowadays
an accepted worldwide
standard.

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Figure 46

If you are going to fit a

guard, make sure it is
suitable for the purpose.

Figure 47

Missing guard on a cooling

fan causes a fatal accident
(see the story on the next
page).

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A container with a generator system was placed on the platform to provide

power for testing some winches. The engine was fluctuating, so a mechanical
assistant and two motormen went into the container to investigate.
It was decided that the engine needed to be shut down to change the filters.
The motorman stayed by the filters, while the mechanical assistant returned
to the panel to ask the other motorman to fetch new filters.
While the mechanical assistant left the control panel and went outside to tell
the winch crew to stabilize the winches, the motorman who stayed in the
generator container decided to remove his jacket. As soon as the deck
electrician heard a noise in the container he went to investigate, and found
the injured man sitting against the fan guard.
His jacket had wound into the unguarded balance wheel pulley assembly. The
motorman had his left hand amputated and suffered a skull fracture. He
passed away after lying in the hospital for fifteen days.

Figure 48

Completely frozen
turbocharger on a
Caterpillar engine. This
rig apparently has an
optimistic mechanic with
a can of WD-40!

Figure 49

Radiator totally blocked

by millions of bugs in a
rig engine located in the
desert. Care must be
taken not to damage the
cooling fins when
cleaning the radiator.

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Figure 50

Leaking radiator found

during the daily routine
inspection, the mother of
all maintenance.

Figure 51

Corroded heat exchanger

on an offshore rig. If it is
this bad on the outside
already, imagine how bad
it will be on the inside?

Figure 52

Governor 'permanently'
adjusted with a pair of
gripping pliers.

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Figure 53

Offshore rigs require a

means of extinguishing
engine room fires from
outside the machinery
space. CO2 is the most
common method. This
equipment is covered by
Class, SOLAS and MODU
Code.

Remember: basic daily maintenance is vitally important. Most major failures

begin with a very minor problem that can be easily corrected.
Repair it immediately and the majority of your major failures will never
happen.

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1.6 Emergency generator: photos

Figure 54

The inspection of
emergency generators
is more or less the
same as ordinary
diesel generators with
additions for Class and
MODU Code.

Figure 55

The main difference is

the engines of
emergency generators
must have two
independent means of
starting.

Figure 56

Battery box for

starting the
emergency generator
engine. The battery
box shows insufficient
warning signs. No
ventilation was routed
to the outside of the
emergency generator
area.

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Figure 57

Starting batteries of the

emergency generator.
There are no safety signs
and there is no venting
of hydrogen gas to a
safe area. The H2
exhaust gases coming
from the batteries can
cause explosions!

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2 Air compressors
2.1 Introduction

What is it?
Rig air compressors provide rig air on all land rigs; on MODUs we sometimes also
find a bulk air compressor to provide bulk air to transport bulk, like barite or
cement powder with air.

What does it do?

Rig air compressors provide 120 psi rig air to all drilling rig systems that use rig air
to operate.
Bulk air compressors provide 30 psi bulk air pressure (with a large volume) to the
air bulk systems to transport bulk powder.

How much power?

Varies much according to the type of rig air compressors used; most rig air and
bulk air compressors are driven by 100HP AC motors.

Special features?
Relief valves and Air Pressure Vessels (APVs) which need to be certified at
specific time intervals, depending on the local legislation.

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2.2 Air compressors checklist (more relevant for MODUs)

 Record the number and the capacity of the rig air and the bulk air
compressors.
 Verify that there is a separate bulk air compressor present for cement
operations (low-pressure/high-volume capacity type of air compressor).
 If there is no independent bulk compressor present, verify if there are at least
two reducing valves fitted to convert rig air into bulk air supply.
 Confirm that there are at least three rig air compressors operational, if there
is no bulk air compressor available (on MODUs) prior starting to a cement
job.
 Check the air dryer capacity and operation.
 Examine the condition of the emergency rig air compressor (diesel-driven
cold-start compressor).
 Verify that all the relief valve vent lines are routed to vent to a safe area by
means of rigid piping.
 Confirm that the air receivers are purpose-built and certified by Class.
 Verify that the air receivers are hydrostatically-tested at least every ten years
(API 510 Chapter 6). Ultrasonic wall thickness testing combined with internal
inspections are an alternative way of inspecting the air pressure vessels.
 Check that the relief valves are recertified every two years or more often, if
local legislation demands this.
 Inspect the relief valve sizes to investigate if they are compatible with the size
of the air pressure vessels (they should not be too small in case of a fire).
 Investigate the results of the oil-sampling and check the oil analysis
frequency.
 Verify that the rig carries out wall thickness measurements on the bulk silos
and bulk air piping (as a standard, 87.5% of original wall thickness must be
left).
 Verify if the crew tests of the high-temperature air shut down on all the screw-
type rig air compressors.

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2.3 Hyperlinked images and drawings from the Air compressors

checklist presentation

Figure 58 - Schematic of rig air and bulk air system.

Figure 59 - APVs must have a large relief valve in case

sufficient air needs to be vented fast during a fire.

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2.4 Air compressors: photos

Figure 60

Well maintained compressors

and air systems. Offshore, if
there are only two rig air
compressors available then a
separate bulk compressor
should be installed. Air supply
shall be taken from a safe
area.

Figure 61

Emulsified lubricating oil

coming from the compressor,
indicating a leaking oil cooler.

Figure 62

Air pressure vessel carrying all

the relevant safety markings,
but where is the relief valve?

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Figure 63

Air pressure vessel in highly

corroded condition located
underneath the drill floor. It
has no relief valve, no
pressure gauge and no safety
signs are present.

Figure 64

All air receivers should have

maximum working pressure
indication. The relief valve
exhausts need to be routed to
a vent at a safe area.

Figure 65

Relief valve vent installed on

the APV plugged off with a
common stud that prevents
the valve from operating. If
relief valves are installed on a
90-degree screwed elbow, the
rapid venting forces can create
a torque strong enough to
unscrew the fitting, thereby
allowing the valve to become
an unidentified flying object
and the air receiver to empty
rapidly creating high noise
levels.

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Figure 66

An undersized relief valve placed on

top of the large air pressure vessel.
If a fire breaks out in this area, the
pressurized air will expand and
could burst the air receiver. With
such a small relief valve it will not
be possible to vent the air fast
enough from this large pressure
vessel. There must be a suitably
sized relief valve or additional
bursting disc present.

Figure 67

Remove the isolation valve from the

relief valve supply line. To hard-pipe
the exhaust line and to vent into a
safe area is an excellent and very
safe practice.

Figure 68

A cold-start air compressor but with

an exposed battery. But even worse,
it has no air filter.

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Figure 69

Running reciprocating
compressors without an
air filter is the main
cause of air receiver
explosions.

Figure 70

Imagine the results if it

was this air pressure
vessel that exploded.

Figure 71

Dirt in the air, mud,

smoke, sand, fibres,
etc. With a missing or
poor filter, the dirt
mixes with cylinder oil.
It then forms a sticky
paste. Like grinding
paste, it wears pistons;
metal enters paste and
passes from the
cylinder. It sticks to
valves. This is not
carburization, it burns.
We have fuel, air
pressure and a source
of combustion.

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Figure 72 - Fit locking pins and whip lines on all rig air hose clamps.

 Compressed air is expensive to produce.

 Air leaks are money blowing in the wind.
 Compressed air can be very dangerous unless the systems are
maintained to the highest standards by skilled mechanics.
 Without compressed air most rigs would be unable to operate.

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3 Cranes
3.1 Introduction

What is it?
Marine cranes are found on MODUs or we use large land-rig cranes. Electrical-
driven, hydraulically-driven or diesel-driven cranes are in use.

What does it do?

Lifts heavy equipment on and off the rigs to the supply boats on MODUs and
assist to build up the rig for land- rigs on a new location.

How much power?

Depending on the size up to 100 ton cranes are used.

Special features?
Load cell device which should include an alarm and an overload safety device.
Special safety devices to protect the boom and the main and whip line wires.
Land rig cranes normally have support legs which need to be extended when the
crane is in use.

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3.2 Crane checklist (relevant for MODUs)

 Record the date of the last crane diesel engine overhaul.

 Check the date of the last slew brake test.
 Ensure that the aircraft-warning lights in the boom and A-frame are working
(API Spec 2D appendix C).
 Ensure there is a windsock fitted.
 Check the condition of the A-frame ladders.
 Check the certification of the wires: boom, main and whip wire.
 Check the date of the last load test (Classification Society, Lloyds, ABS, and
DNV).
 Check the last load test by Class: up to 20-ton SWL plus 25%; from 20- to 50-
ton SWL plus 5 tons; above 50-ton SWL plus 10%.
 Ensure load cell management and radius/weight alarms are installed and
working satisfactorily.
 Verify that NDT inspections of the pedestal, crane boom and blocks are part
of the lifting-gear surveys.
 Verify that four-yearly NDT inspections of the slew bearing bolts are carried
out (internal and external).Some rigs do 25% yearly.
 Function-test the high limit switches of the main and whip line, and the high
and low limit switches of the crane boom (API Spec 2D app C section 4.1.2d).
 Verify that only safety glass is used for the crane cabin windows (API Spec
2C section 11.2).
 Check the records of the last boom pin NDT inspections (API Spec 2D
Appendix C).
 Verify that the crane control handles return to the center position, when
released (API Spec 2C section 11.1.2).
 Check the operation of the wire drums braking systems (API Spec 2C section
8).
 Verify that the friction brakes are fitted with rain guards (API Spec 2C section
13.3).
 Verify that the sheave sizes are not less than eighteen times the diameter of
the wire rope (API Spec 2C section [Link]).
 Verify that there is a load chart available in the crane cabin (API Spec 2C
section 4.2).
 Verify that an emergency stop for the crane engine is available, that it is
operated from the crane cabin and is working OK.
 Check the correct installation of the wedge type sockets, pay particular
attention to the wire clamps (API Spec 2C section 6.3.3).
 Verify the land rig cranes procedures; only allow lifting when the support legs
are extended and secured.
 Check that there is a procedure to ensure that the land rig cranes are not
allowed to move while there is a lift hanging in the crane.

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3.3 Hyperlinked images and drawings from the Marine crane

checklist presentation

boom angle

100T

boom angle

?
Figure 73 - Direct relation between boom angle and maximum load.

Direct relation between boom angle and maximum load 275

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limit main block limit whipline

main block

whip line

high boom limit

low boom limit

Figure 74 - Limit switches and/or anti-two blocking system.

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Figure 75

Whip line sheave.

Figure 76

Properly labelled hook.

Figure 77

Typical crane cabin.

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Figure 78

Properly secured wedge-type socket.

Figure 79

Mobile crane ready to lift.

Figure 80 - Wedge socket termination as

per API Spec 2C (2004)
section 7.3.3 incl. Figure 4.

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3.4 Marine cranes: photos and drawings

Figure 81

Unauthorized welding
performed on this boom
pin to solve the excessive
play.

Figure 82

Boom pin with severe

corrosion and excessive
play. The safety pin is also
missing.

Figure 83

Severely damaged crane

boom. The OEM needs to be
contacted and the load
capacity of the crane boom
must be confirmed or
downrated.

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Figure 84

Collapsed crane boom

member. What would be
the SWL rating of this crane
boom in this condition?

Figure 85

We often find corrosion.

There is no need for this,
crews should find it as soon
as it starts and clean away
the rust, and repaint the
steel. This should be done
straight after the last NDT
inspection is completed.

Figure 86

Paint is easy to use and

cheap to come by. Steel
replacement is costly and
difficult for lifting
equipment. Refrain from
homemade weld repairs on
critical lifting equipment.

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Figure 87

This crane boom fell

because of failing boom
wires. On average, about
six to ten crane booms fall
over the side every year!

Figure 88

The rig crew had decided to

use a non-OEM pin for the
crane.

Figure 89

Result of using non-OEM

equipment: a dropped
crane boom on a production
platform.

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Figure 90

Severe corrosion caused the

complete tip of the boom to
shear off. Again, catch it early
and this won’t happen.

Figure 91

Keep them in as-new

condition.

Figure 92

Load charts must be present in

each crane cabin.

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Figure 93

Load cell management

systems should indicate when
the crane is reaching its
maximum boom angle/ load
capacity.

Figure 94

The load cell is one of the

most important crane safety
devices. It requires regular
recalibrations. The load cell
test is required for
recertification.

Figure 95

Load charts must be present in

the crane cabin and a boom
angle indicator which are in
clear line of sight of the crane
operator. This is in case the
weight indicator system fails
and the crane driver has to
take over.

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Figure 96

Crane controls must return

to their neutral position
when released, just like a
train driver's dead-man's
handle. Tying the control
handles back with rope is
not recommended.

Figure 97

Crane windows must be

fitted with safety glass.
Cranes windows in the
condition depicted here,
will bring danger to both
the crane driver and the
rest of the crew.

Figure 98
PA speakers and
floodlights.

These are all additional

safety items for cranes,
but require a secondary
means of retention to
prevent them from
becoming dropped
objects.

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Figure 99

The correct way to install a wedge-

type socket. Never connect the
load-carrying line to the deadline. It
could damage the load-carrying wire
and nullifies the effect of the wedge.
The tail end must be at least six
times the diameter of the wire.

Figure 100

An incorrect way to install a wedge-

type socket. The bull clamp nullifies
the action of the wedge and puts a
stress raiser: a weak point in the
load carrying wire.

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Figure 101

This wedge-type socket has

been wrongly installed. It
was damaging the lead end
of the wire and had nullified
the operation of the wedge.

Figure 102
Standard thimble.

Here the lead and the dead

end must be connected.
This is not a wedge-type
socket.

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Figure 103

Modern wedge socket design,

the bulldog clip connects the
dead end of the wire onto the
wedge allowing the lead end
to be free and function
correctly.

Figure 104
Wedge socket.

Notice the safety pin missing

from the main pin.

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Figure 105

The tail end length must

be at least six times the
diameter of the wire.

Figure 106

Wire rope termination

with rope clip tied into
the extended wedge
socket. This is the
modern wedge-type
socket.

Figure 107

Wire rope fed through a

wedge socket, looped
back on itself and clipped
- more suitable for
marine crane wires.

Figure 108

Wire rope exiting a

wedge socket clamped to
a spare piece of rope (a
method often used for
the thick riser tensioner
wires on floating rigs.

Figure 109
Improper installation of
the dead end of the wire
rope from a wedge
socket clamped to the
lead end. Unfortunately,
rather common in the
drilling industry, not only
for cranes but also on
winch wires.

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Figure 110

Limit switches are part of

the safety system. They
must be OEM-supplied
equipment. Here a low
boom safety limit switch is
installed.

Figure 111

We often find badly worn

hooks from both the main
block as well as the whip
line hook.

Figure 112

It is not a good idea to weld

on a load-carrying hook.
This hook can fail at any
time without a warning
when under load!

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Figure 113

This crane main block had

not been stripped and
NDT-inspected for a long
time.

Figure 114

On this ball of the whip

line hook, the pin-and-
nut assembly was very
loose; this could cause
much more than a simple
headache.

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Figure 115

Main block of the crane. The

speed and strength depends
on how many wires are
reeved. If fewer wires are
used, the main block will
move faster. However, the
load rating will reduce and
the load cell management
system will have to be
readjusted.

Figure 116

Frequent visits to the top of

the A-frame are required to
grease and measure the
sheaves. On this rig you
would need a set of wings to
reach the A-frame.

Figure 117

Inspection of the sheaves

using a sheave gauge. The
minimum size of the sheave
diameter must be at least
eighteen times the outer
diameter of the wire in use.

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Figure 118

Hydraulic clutches on a link

belt crane are prone to seal a
leak on a central hydraulic
cylinder spraying hydraulic oil
over the clutch shoes.

Figure 119

Crane engine with hydraulic

motors and generator. This
area must be kept very clean
to prevent potential fire
hazards.

Figure 120

Equally important for the

crane engines are the
standard diesel engine safety
devices like protective covers
on the exhaust gas lines, rig
saver valves in the air inlet
lines and spark arrestors on
the gas exhaust system.

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Figure 121

Slew bearing studs are to

be NDT-inspected every
four years, or 25% of all
studs each year. Be aware
that there are inside and
outside studs on the slew
bearing. If you have 4
cranes you will have
hundreds that need to be
checked.
Note: The time period is an
API recommendation and
owners can alter it to suit,
unless the local legislator
decides that the rig must
comply with the
recommended practice
otherwise.

Figure 122

Oops!

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 Wires, sheaves, pins, bearings, engines; where have we heard this

before?
 The same rules apply to cranes as to drilling lifting equipment and diesel
engines or hydraulic motors.
 The only difference is how often we change the wires?
 The local legislators often enforce the API RP for cranes.

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Chapter 04
Electrical equipment

1 Eddy current brake .................................................................. 296

1.1 Introduction ..................................................................... 296
1.2 Baylor eddy current brake checklist .................................... 306
1.3 Hyperlinked images and drawings from the eddy current
brake presentation ........................................................... 307
1.4 Baylor eddy current brake: photos ...................................... 309
2 Electrical safety ...................................................................... 317
2.1 Introduction ..................................................................... 317
2.2 Electrical safety equipment checklist ................................... 336
2.3 Electrical safety: photos .................................................... 337

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1 Eddy current brake

1.1 Introduction

What is it?
Eddy current brake is an extra brake for the drawworks; the eddy current brake is
connected through a coupling with the drawworks main shaft.
What does it do?
Provide extra braking force to control the drawworks better.
How much power?
Electrical Power is fed to four large coils inside the eddy current brake housing.
Special features?
EXd safety devices, as a minimum a “loss of cooling water flow alarm” installed.
Eddy current brake must always be connected during tripping drill pipe
operations. The only time we disconnect the eddy current brake from the
drawworks coupling is for measuring the eddy current bearing clearances during
IBW PM.

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Figure 1 - General view of the Baylor 7838 eddy current brake with
low-temperature shaft and reverse junction box.

In Figure 1 there are four field coils installed, which are installed in a static
frame with bearings. The rotor is connected fixed to the shaft which is
connected to the drawworks shaft. The water level inside the eddy current
brake must remain below the bearings, which are sealed and protected from
the water spray, but the bearings themselves must not be flooded. The vent
and overflow outlets prevent this flooding.
The drawing shows three air gap inspection holes, which allow the rig crew
to measure the clearances between the rotor and the static coils on a
monthly routine. The air gap measurements can be used to calculate the
eddy current brake's efficiency.

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Figure 2 - Specification Baylor 7838 eddy current brake.

1.1.1 General explanation

When the mild-steel rotor rotates through the stationary magnetic field,
currents are induced in the steel rotor. These currents, commonly called
eddy currents, produce a magnetic field which interacts with the stationary
field.
This field interaction produces a force which opposes the rotor rotation and
provides the braking torque for the Baylor eddy current brake. The braking
torque of the Baylor eddy current brake is dependent on the strength of the
stationary magnetic field, the rotor speed and the rotor temperature.
The torque increases with the magnetic field strength and with the rotor
speed. Be aware that at a certain speed the maximum magnetic absorption
of the rotor has been reached and a further increase of speed will result in a
decline of the brake force. Torque decreases as the rotor temperature rises
and the rotor expands, which widens the air gap. The strength of the
stationary magnetic field is controlled by the field coil in proportion to the
braking requirements.
The eddy currents induced in the rotor produce heat. This rotor heat must be
kept within acceptable limits or the braking torque will be reduced. To
maintain rotor temperature within acceptable limits, a cooling system is
required.
A steady flow of cooling water is directed into the area containing the rotor.
The movement of the rotor through this water as it turns provides the
uniform cooling of the rotor surface. If the flow of cooling water fails while
the brake is in operation, the rotor will become overheated. In this state, the
rotor will be damaged, if a safe cooling procedure is not followed.

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Figure 3 - Funnel-type drain.

The water outlet(s) at the bottom of the brake should not be hardpiped or
otherwise restricted. This should be a free-flowing gravity drain. A funnel-
type drain as illustrated in Figure 3 is preferred. Do not plug, pipe, connect
hoses to, or otherwise obstruct the water overflow outlets, located on the
brake just below the shaft centerline. These overflow outlets provide a
warning of improper water flow conditions.
The Baylor eddy current brake allows cooling water to flow over the lower
sections of the electromagnets and rotor before it exits at the bottom. If the
cooling-water outlets are restricted, the water level inside the brake will
increase to a level which could damage the bearing grease seals, and permit
water to enter the bearing cavities, resulting in damage to the bearings.

CAUTION!
The Baylor eddy current brake is not designed to operate with cooling water
inside the brake at other than atmospheric pressure. For proper brake
operation, ensure that brake cooling-water flows unrestricted through the
brake with gravity discharge, and water flows back unrestricted to the
cooling-water reservoir.

1.1.2 Radial bearing clearance

Measuring radial bearing clearance upon receipt of a new or factory-rebuilt
brake is a method that will allow the prediction or verification of bearing
failures.
Note: In order to carry out this measurement, the brake must be uncoupled
from the drawworks.

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A dial indicator is placed at the top dead center of the shaft's vertical
centerline, and the shaft is lifted. Care must be taken not to apply more
force than one half the combined weights of the rotor and shaft. Care must
also be taken to insure the dial indicator is perfectly vertical and properly
zeroed.
As with any lifting operation, all lifting apparatus must be properly sized, and
qualified personnel must perform the lift. The radial clearance data should be
recorded for future use. This information can be used later to predict bearing
failure.
The bearing manufacturer will indicate that a bearing that is in the process
of failing will undergo microscope surface failures prior to a complete failure.
When this begins to happen it is impossible to observe these surface failures
with a radial clearance measurement, but a large deviation from the original
measurement will indicate the failure process is well underway, and a
bearing replacement should be planned.

1.1.3 Shaft alignment

Angular misalignment and offset misalignment between directly-connected
shafts often cause increased bearing loads and vibration, even when the
connection is made by means of flexible coupling. Shaft alignment is
especially critical if the coupling is to be operated at high speed

Figure 4 - Angular misalignment. Figure 5 - Offset alignment.

Angular misalignment should not The total indicator run-out of the

exceed 0.010 inch (0.0025 mm) total offset misalignment should not
indicator reading. exceed 0.010 inch (0.0025 mm).

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Figure 6 - Recommended cooling-water flow curves depending on

the model.

1.1.4 Cooling-water quality

In order to function properly, the cooling water used in eddy current brakes
must meet four basic requirements:
1. It must adequately transfer heat energy from the rotor to the heat
exchanger used for cooling.
2. It must not form scale or sludge deposits in the brake or in the cooling
system.
3. It must not cause corrosion in the eddy current brake or cooling system.
4. It must not deteriorate any of the seals or gaskets used in the eddy
current brake or cooling systems.
These requirements are normally met by combining suitably de-mineralized
water with a reliable corrosion inhibitor. Under extreme operating conditions
it may be necessary to use an antifreeze coolant. In this case the cooling
liquid should be a mixture of the ethylene glycol type antifreeze, de-
mineralized water, and an adequate corrosion inhibitor.

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1.1.5 Water quality standards

The untreated water used in eddy current brakes should meet the following
requirements:
1. no un-dissolved particles such as sand, grit or silt
2. a pH level between 7.0 and 7.5
3. a maximum dissolved chlorides content of 40 parts per million
4. a maximum dissolved sulfates content of 100 parts per million
5. a total dissolved solids content of 340 parts per million
6. a total hardness of 170 parts per million
Water that does not meet these standards should be treated by softening,
de-mineralization or de-ionization before being used to cool the brake. Be
aware that after adding the cooling-water treatment, the pH level will rise to
8.0 - 10. This alkaline fluid will prevent rust and rapid building of scale.

1.1.6 Brake operation on rig

When a Baylor eddy current brake is installed on a rig its response may
vary, depending upon the following items:
1. Baylor eddy current brake torque capacities may vary between +5% and
-5% for individual units.
2. When the eddy current brake becomes overheated it will lose some of its
torque capacity.
3. The normal reaction time for the eddy current brake to reach maximum
braking torque is circa 2 seconds. This may vary depending upon the
brake control system employed.
4. The normal reaction time for the eddy current brake to decay to zero
braking torque is circa 1 to 2 seconds. This may vary depending upon
the brake control system employed.
5. As the eddy current brake ages, the air gap between the rotor and the
magnets may increase due to rust or erosion, which will cause a
decrease in brake output torque. The development of rust (although
reducing the air gap) also reduced the brake force as rust insulates the
magnetic field.

1.1.7 Drill assist operation

If the eddy current brake is used for 'drill assist' where the rotor speed is
very limited, it is recommended that no more than half of the full rated DC
voltage be applied to the field coils continuously. The brake's primary
purpose as an auxiliary brake is to dissipate the energy of the drill pipe or
casing that is being lowered into the bore hole. For this specific purpose, the
field coils are designed to accommodate a duty cycle of full DC voltage 'on
time' of 20 seconds out of every 60 seconds.
Increasing the duty cycle to 100%, or an 'on time' of 60 seconds out of 60
seconds, will create excessive heat buildup within the individual conductors
of the field coils. As the electrical insulation system of the field coil has
excellent dielectric characteristics, it also is an excellent thermal insulator.
Note: The heat produced internal of the field coil due to the DC current
passing through each conductor will continue to rise until, within a short
period of time, the insulation system will degrade and turn-to-turn shorting
will occur with ultimate failure of the field coil.

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It is also interesting to note that the torque curves for Baylor eddy current
brakes all have a similar characteristic. The torque produced at very low
drum shaft speeds (0 to 20 rpm) is approximately the same for various
excitation values. In other words, the brake torque produced at 15 rpm is
about the same, at full applied excitation, as the torque with 50% applied
excitation.
Therefore, the Baylor eddy current brake, utilized for 'drill assist', will
perform at the low speed drum requirements of feed off at half of excitation,
as well as performance at full excitation. This can reduce the excitation to
the larger capacity brakes from 21 kW to 7 kW with the reduction of thermal
load of field coils.
Operation of the Baylor eddy current brake at very low speeds during drill
assist, with full excitation, will also contribute to excessive wear to the ID of
the rotor and the OD of the magnets. At very low rotor speeds, with full
excitation to the field coils, the magnetic attraction between the magnets
and rotor is greater than the collapse strength of the rotor material.
Pull over will occur where the outer circumference of the rotor drum will pull
down and contact the OD of the magnet. The resultant contact, at slow
speed, will gall and gouge the surfaces of the rotor and magnets. This
mechanical contact will increase the air gap between the rotor ID and the
magnet OD such that maximum torque of the brake will be reduced.
In conclusion it should be said that utilizing the Baylor eddy current brake in
the drill assist mode requires specific attention regarding the level of
excitation applied to the field coils.
Note: Continuous operation at full excitation can significantly shorten the
life of the field coils and increase the air gap dimension, such that reduced
torque output will result.
National Oilwell Varco manufactures several different types of control systems
for use with the Baylor eddy current brakes. Each control system design
incorporates a different method of supplying reduced voltage to the brake
during drill assist operations.
Cooling-water alarm
A cooling water alarm system is available to monitor flow and temperature
of the coolant to the brake. This system warns the operator whenever
cooling to the brake has been impaired. It can prevent the need for
expensive repairs. Note: This is also required to maintain the hazardous-
area certification on the brake.
Cooling water treatment
The silicate nitrate inhibitor is basically non-polluting. Be sure to follow the
manufacturer's recommendations for applying the inhibitor. Both for new
untreated water and for maintenance of already treated water, the
recommended inhibitor is Nalcool 2000.
Warning! If glycol antifreeze is used, Nalcool 3000 is recommended due to
the possible interaction with the glycol, which causes sludge.
Water quality standards with Nalcool
1. Ensure that the water quality meets the water quality standards.
2. Coolant has a pH level of 8.3 after the corrosion inhibitor has been
added (the coolant solution turns pink).
3. The recommended nitrite level is 1,500 parts per million.
For long-term storage a 50% solution of Nalcool with clean water is
recommended.

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1.1.8 Maintenance and service

Lubrication
To maintain the lubricant volume, add approximately 2 ounces of grease to
each bearing cavity each 24-hour period, or before each trip into or out of
the hole with drill pipe. There is a grease type fitting for each of the two
bearings, and each must be independently lubricated. The recommended
grease is NLGI No. 2 water-resistant (lithium-based) grease. A good grade
of lithium base ball and roller bearing grease may be used.
The bearings and seals will not be harmed by excess grease. It will simply
enter the cooling water stream by momentarily lifting the seal lip to relieve
pressure. Drawworks manufacturers and users may connect the grease inlet
holes in the bearing caps to lubrication header blocks with tubing to facilitate
lubrication from a remote point. This is satisfactory if the tubing is regularly
inspected, and it is determined that the required amount of grease is
actually reaching the bearing.
Breather
A breather is installed on the upper and/or lower exterior face of each
magnet assembly. These breathers should be inspected periodically to
ensure that they are clean and have free access to air to minimize
condensation, and to prevent any accumulation of moisture in the coil
cavity. They should be removed and cleaned with kerosene at least once a
month.
Note: The accumulation of moisture in the coil cavities caused by plugged
breathers will result in early deterioration of the coils. These breathers
should be cleaned as outlined above and must always be pointed downward
for proper drain.

Figure 7 - Location overflow. Figure 8 - Location drains.

Air gaps
If there is erosion/corrosion in the air gap between the rotor ID and the
magnet OD due to the use of poor quality cooling water, this gap distance
may gradually increase to a point where the rated torque will be reduced. In
making any field check of this air gap, it is necessary to allow for any pitting
and for any scale build-up to determine the effective gap distance.
Any scale present does not provide an effective magnetic path so it must be
deducted from the gap distance measurement. This air gap should be
checked monthly. The effective air gap is the average of all the
measurements taken. Measurements should be taken at each air gap

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inspection hole (both inboard and outboard) and recorded. Then rotate the
rotor assembly 90 degrees clockwise and record the measurements. Do this
three times.
Finally, rotate the rotor assembly another 90 degrees clockwise. This will
bring you back to the original position and readings should agree with the
first position readings. Normally, a 50% increase in the air gap will produce
a 70% decrease in the rated torque. For the Baylor 7838 eddy current
brake, the air gaps should vary between 0.055 and 0.065".

1.1.9 Coil-readings
During the monthly routine maintenance the individual coils need to be
measured. The values are listed in the table in Figure 9. Note that these
values might differ if the temperature is not close to 20 degrees Celsius.
There is no difference between the inboard and the outboard magnets.
The leads are numbered for convenience in wiring and to assist in proper coil
lead connection to ensure a proper coil polarity. The outboard magnet leads
are F1, F2, F3 and F4. The inboard magnet leads are F5, F6, F7 and F8. If
there is a need to convert an inboard magnet to an outboard one or vice
versa, the following table should be used:
 F1 = F8
 F3 = F6
 F2 = F7
 F4 = F5
Therefore, the inboard and outboard magnets are mechanically and
electrically interchangeable.

Figure 9 - Coil readings of all Baylor eddy current brake models.

Insulation to ground
With the power removed, use a 500 VDC megger to check for grounds.
Wiring and interconnect cables should be at least 1 Mohm to ground.
Individual magnet coils should be at least 5 Mohm to ground. An insulation
resistance meter should be used to check the coils for open or short circuits.
Source of this introduction: NOV Document No. 165-60800

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1.2 Baylor eddy current brake checklist

 Check the date of the last disassembly and the bearing replacement.
 Test the condition of the spline coupling and its alignment.
 Verify the cooling-water discharges through a large, open cooling-water
funnel.
 Verify that the control handle returns automatically to neutral by a spring
force when released. Be aware of the infamous “shackle with rope”, which
allows the driller to keep the control handle down continuously.
 Confirm the EXd integrity of the electrical cables and junction boxes.
 Record the air gap measurements. For instance, for a Baylor 7838 eddy
current brake this is 0.055 inch (1.4 mm) when new; the maximum-allowed
wear is 0.080 inch (2 mm), as this leaves only 50% efficiency.
 Document the latest reading of the individual coil resistance (11 to 14 ohms at
20°C for the Baylor 7838 type) and insulation values to ground (minimum 5
Mohm for the coils).
 Verify that the breathers are not plugged, and that the gauze and float are still
present (these are EXd fittings that must have the gauze and float installed).
 Confirm that the flow and temperature alarms are installed (audible and
visible) and frequently tested.
 Record the date of the last battery back-up system drain test.
 Validate that cooling-water treatment is used to prevent scale from blocking
the lines and to preserve adequate heat transfer.
 Check if the cooling-water testing programme is in place, and verify the date
of the final test.
 Check that a fault-monitoring system is installed.
 Confirm that the spline coupling release handle is adequately secured during
normal drilling operations. Note: It is not good practice to disengage the eddy
current brake during tripping pipe operations to increase the tripping speed.

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1.3 Hyperlinked images and drawings from the eddy current

brake presentation

Figure 10 - Schematic of the rotor and coils of the Baylor 7838 eddy
current brake.

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Figure 11 - Schematic of the Baylor eddy current brake showing the

normal fluid level.

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1.4 Baylor eddy current brake: photos

Figure 12

Lining up the Baylor eddy

current brake to the
drawworks is a time-
consuming process, which
can take many hours to do
properly.

Figure 13

The picture shows heavy

wear on the coupling
splines. This can only get
worse as the drawworks
direction is frequently
changing. True alignment
and greasing is of utmost
importance.

Figure 14

Measuring the clearance

between the rotor and the
coils. We check for bearing
wear and corrosion. Heavy
corrosion has a
detrimental effect on the
magnetic flux. Bearing
wear shows as a smaller
top clearance than bottom
clearance, and it could be
a sign of imminent shaft
bearing failure.

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Figure 15

Scale build-up results in

overheating and possible
expansion and distortion
of the rotor. An expanded
rotor means the air gaps
increase and efficiency
drops. A distorted rotor
could make contact with
and damage the coils.

Figure 16

The overflow vent is to

prevent the casing filling
with water which could
wash away bearing
grease. It must not be
plugged. The internal
cooling water pressure
should be maintained at
atmospheric. Here a
breather was mistakenly
installed at the overflow
vent port.

Figure 17

The eddy current brake

breathers should have a
float and a flame trap
(gauze) to prevent hot or
burning gases from
escaping after an
explosion, and a float to
block external air from
returning after the initial
explosion. Do not take
them apart and wash
them frequently. Make
sure that the ball rattles.

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Figure 18

Breathers are EXd safety

devices and must be
maintained as such. They
allow hot, humid air to
vent from the coil cavities
during normal operations,
and when the eddy current
brake is stopped.

Figure 19

Close-up the air gap

between the coils and the
rotor. But what is the blind
plug beneath it doing
there?

Figure 20

This breather is
completely corroded. It is
meant to be a safety
device. It needs to be
maintained.

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Figure 21

Here the cooling system

has been modified, and is
not according to the OEM
design? The rotor is
designed to scoop water
and splash cool the inside.
The internal water
pressure should be 1
atmosphere.

Figure 22

Same unit as above.

Water coming out of the
inspection point. Cooling
water needs a corrosion
and salt scale inhibitor or
repairs become very
expensive (approximately
100,000 US dollars).

Figure 23

The water needs to be

cool (30oC) going in and
not too hot (maximum
74oC) coming out. The
flow rate is 150 US gallons
per minute for the Baylor
7838 eddy current brake.
There must be at least a
flow alarm fitted,
preferably also a
temperature alarm.

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Figure 24

Low-flow and high-

temperature alarm bell for
the Baylor eddy current
brake fitted in the
doghouse. When was it
last tested?

Figure 25

Flow and temperature

sensors and alarms are
installed in the Baylor
eddy current brake
cooling-water system. A
flow alarm is a must for
the EXd rating.

Figure 26

Modern flow sensors for

the eddy current brake
cooling water have a flow
and temperature alarm;
also a digital gauge is
present.

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Figure 27

Nameplate indicating the

necessity of a flow alarm
for the eddy current brake
EX rating.

Figure 28

An air-cooled eddy current

brake. Air cooling systems
need to be designed and
approved by a certifying
authority before they can
be used in a Hazardous
area. The quantity of air
required to keep the brake
cool is large and requires
engineering design and
testing to ensure the coil
temperatures are not
exceeded.

Figure 29

The Baylor eddy current

brake should be connected
to the drawworks at all
times during the drilling
operation. The handle to
disconnect the eddy
current brake from the
drawworks should be
secured with a padlock
and covered by a work
permit.

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Figure 30

Measuring the individual coil

resistance and the coil
resistance to ground must
be done at least every
month. Also ensure that the
polarity of the coils is
correct. All fittings are EX,
this one EXd.

Figure 31

The dedicated SCR unit that

converts 240-volt AC into
240-volt DC.

Figure 32

Battery back-up system. The

cabinet contains ten lithium
24-volt batteries connected
in series, as well as an alarm
and fault-monitoring system.
A battery drain test must be
performed at regular
intervals and recorded in the
history files. The method is
described on the next page.

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1.4.1 Battery drain test procedure

 Raise the traveling block at least to the monkeyboard level.

 Engage the drawworks brake handle and chain the drawworks brake
handle.
 Switch off the Baylor eddy current brake system power and battery
charger.
 Record the eddy current battery voltage of the batteries and the drain
time.
 Hit the emergency stop (to apply full brake power from the eddy current
brake batteries).
 Engage the eddy current brake control handle to full power.
 Lift the drawworks brake handle; the travelling block should now slowly
descend.
Note: The eddy current brake does not bring the travelling block to a full
stop, as without rotation no electrical eddy current brake power is
generated.
 Pay attention as soon as the travelling block’s descent starts to
accelerate; stop the test and engage the drawworks brake assembly
again.
 The eddy current brake batteries should be able to prevent acceleration
of the traveling-block descent for at least three minutes.
 Verify that the system disconnects the eddy current batteries after three
minutes or when the battery voltage reaches a dangerously low level.
Note: Some systems are switching off the battery power automatically
after three minutes.
 Next, measure and record the remaining eddy current batteries voltage.
 Investigate how long it takes to fully charge the batteries.
 What is a good test of the eddy current back-up batteries?
1. Engage the full eddy current brake for at least three minutes allowing
a slow descent of the travelling block; the battery voltage should not
fall below the danger point (200 volts DC).
2. The eddy current brake batteries should be recharged in circa six
hours after the battery drain test has been completed.

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2 Electrical safety

2.1 Introduction

What is it?
Electrical equipment on drilling rigs has to comply with safety standards,
which level of safety depends on the zone or area in which the electrical
equipment has to operate.

What does it do?

Protects the rig from ignition of free flowing gas from the well.

How much power?

Not applicable.

Special features?
EXd, Exe, EXp, EXi, EXm, EXn, EXs, EXo and EXq; all these electrical
safety standards are used depending on the zone where we use the
specific coded electrical equipment.

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Figure 33 - For a rig to burn out there must be a source of ignition.

The purpose of this section is to:

 introduce the group to the concept of EX equipment
 give a basic explanation of what EX means
 explain why flame path maintenance is important

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Figure 34 - Gas air explosive range.

 Methane up to 5% saturation by volume of air (LEL = Lower Explosive

Limit at 20oC). Chance of an explosion starts at 5% saturation.
 Methane 15% saturation by volume of air (UEL = Upper Explosive Limit
at 20oC). Chance of explosion declines at 15% saturation as the mixture
is too rich if the oxygen level declines.
 First gas alarm is normally set at 10% of LEL; the second gas alarm is
normally set at 20% of LEL on drilling units.

Classification of zones
Hazardous areas are classified in three different zones:

Zone 0: These areas are normally only found on production platforms, not
on drilling rigs. They are areas where we constantly find gas.

Zone 1: An area in which an air gas mixture is likely to occur during normal
operations.

Zone 2: An area in which an air/gas mixture is not likely to occur during

normal operations, or an area in which such a mixture, if it does occur, will
only exist for a short time.

To transfer the Zone 1 and Zone 2 concepts into an understandable image,

we can think of the following:

 Zone 1 where there can be gas without an equipment deficiency, for

instance near the shale shakers, the mud pits, the bell nipple and the
exhaust of the mud/gas separator.

 Zone 2 where we need an equipment deficiency for gas to occur, for

instance leaking flanges, piping or seals, etc. at the area around the mud
pumps on the rig.

For the purpose of this course we will concentrate on Zone 1 and Zone 2.

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Designation Normally called Zones where it can be used

1 EXd Explosion-proof 1 and 2
2 Exe Increased safety 1 and 2
3 EXp Pressurized and/or purged See note 1
4 EXi Intrinsically safe 0,1 and 2
5 EXo Oil-immersed 2
6 EXq Quarts (sand) 1 and 2
7 EXm Moulded / encapsulated 1 and 2
8 EXn Non-spark 2
9 EXs Special As defined
Note 1
Pressurization can be used to create a safe area inside a hazardous area.
Depending upon the alarms and shutdowns this depends upon the zone and what
zone is made inside. A special section on pressurization and purge is there is
therefore in existence
Note 2
If a piece of equipment is certified for a higher zone, it can be used in a lower zone.
For instance, a Zone 1 piece of equipment can be used in a Zone 2 or in a non-
hazardous area.
Figure 35 - EX ratings explained.

Figure 36

A typical EXd box. It has a

cover with a large surface
area, lots of bolts and no
gasket.
The large number of bolts
prevents the air gap from
increasing too much when
an internal mini explosion
occurs inside the EXd
enclosure. It is vital that all
the studs are installed; the
flanges of the EXd box must
not contain any gasket or
putty material, and must be
free of scratches.

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2.1.1 EXd protection

Figure 37 - Schematic of an EXd box. The cover makes a face-to-face

seal with no gasket material present.

Preferably there should be no gap between the faces. We can accept gaps of
less than 0.0015 inches in spots as long as they are not excessive. If an
explosion occurs the force created pushes on the cover, stretching the bolts
and creating a small gap over which the gases can escape expanding and
cooling as they flow. It is vital that all bolts are in place and secured.
The presence of packing material, putty or silicone sealant will prevent the
hot gasses from expanding, cooling and the colder gasses escaping from the
enclosure. Rig crews have a tendency to make the EXd boxes watertight but
this will affect the principle of the EXd box’ operation.
The large amount of studs must prevent the air gap from expanding too
much during an internal explosion with a maximum of 0.0040 inch or 0.1
mm.

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Figure 38

Schematic showing how a

bolted EXd enclosure
operates. The expansion
cools the hot gasses so only
“cool” gas can leave the
enclosure.

Figure 39

Schematic showing how a

screwed EXd enclosure
operates.

Figure 40

Typical EXd flame proof

equipment.

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Figure 41

A really badly fitted EXd enclosure. If an

explosion occurs there will not be enough
bolts to prevent the cover blowing off, or
the air gap will be too large allowing the
flames or hot gasses of the internal
explosion to transfer to the exterior of the
junction box.
There is a distinct reason for all these
studs so they must be all installed at all
times.

Figure 42

A correctly fitted EXd enclosure.

Remember that one missing bolt negates
its rating. Hot gases will take the shortest
route, which could mean they would go up
the missing bolt hole and result in hot
gases escaping into the atmosphere.

Figure 43

Using silicon sealant as a gasket for EXd

enclosures is very dangerous.

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Figure 44 - Schematic of an EXe enclosure.

What is the obvious difference between EXd and EXe?

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Figure 45 - Typical EXe equipment.

Figure 46 – External ground wire connected to the

frame of the AC motor. Corrosion at the
base of the AC motor can act as an
insulator.

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Figure 47 - Typical EXe equipment installation requirements.

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Combination EXd and EXe

Figure 48 - Examples of EXde or EXed equipment.

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EXp or Purge air protection

Figure 49

Schematic of an EXp set-up.

The little over-pressure of
0.25 psi, the purge air,
prevents the surrounding
gas from entering the
enclosure.

What does EXp mean?

We purge pressurise the enclosure to keep the gas out.
Where do we use it?

Figure 50

EXp enclosure on the drill

floor. The purge air is
alarmed with a time-delay.

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Figure 51

The drawback that EXp is

not tamperproof, here a
mechanical problem. The
question is the low-
pressure-alarm shorted,
by-passed or disabled
electrically?

EXi or intrinsically safe equipment

Figure 52 - EXi equipment often used for sensors and alarms.

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What does EXi mean?

Intrinsically safe equipment < 24V < 20mA
(Mobile phone 0.5A)
Where is it used?
Control panels, instruments, fire and gas.

Figure 53

New driller's shacks are

pressurized while the control
panels are EXi.

Figure 54

Intrinsically safe gas detector.

Never mind which way the wind
is blowing, just follow the dog.

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Figure 55

Typical EXi enclosure as

fitted on many oil rigs.

Figure 56

Other electrical equipment

that once sealed requires no
maintenance. This could be
sand, quartz or resin filled.
Sealing conduit is required to
maintain American NEC
requirements.

Figure 57

Explosion proof couplings to

connect the conduit seal
and the explosion proof
enclosure.

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Figure 58

The diagram shows where

the conduit seals need to be
fitted.

Particular attention should be paid in the zone 1 hazardous areas.

Missing or illegible labels void the electrical equipment for further
use in the hazardous areas.
IEC 61892 – 7 section 10.3.1 / ATEX 95
Aus: API RP 14FZ section 4.6 / ATEX 137

Class / MODU Code section 6.6.2 / IEC 61892-3 section 4.16 / IEC
61892-7 section 6.2
 Hazardous areas, electrical equipment. Check if any equipment, which
is, or which will be located in hazardous or potentially hazardous areas,
complies with a recognized standard for electrical apparatus for
installation in potentially explosive atmospheres. Look for
certificates/labels of the Underwriters Laboratory.
 API RP 500 section [Link] / ATEX 137
 Australia and New Zealand: [Link] 2381.1:2005 section 3.8.16
 Ventilation inlets should be located in unclassified (non-hazardous)
locations (AS 1482 (1985) section 1.4.2).
 IEC 61892-7 section 9.2.2 / ATEX 95

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 Check that all the junction boxes, control stations, starters, etc. are
closed with the proper type and number of bolts, in order to ensure the
gastight integrity.
 API RP 500 section [Link]
 Enclosed hazardous (classified) locations are to be provided with
ventilation as required to maintain them at a pressure lower than
adjacent less hazardous locations by a minimum differential of 25 Pa
(0.1 in H2O).

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Figure 59

Typical DC motor as used to power

the drawworks and mud pumps.
Protected by EXp in operation and
EXd when switched off. Be aware of
the right EXd type space heaters
inside the motor to prevent
condensation if the DC motors are
switched off.

Figure 60

The easiest way to tell if a DC motor

is high torque is just by looking.
The armature copper has a grove cut
in it to make it appear as if it is
square blocks. The square blocks help
to cool the rotor better at high loads.
Notice the EX rated space heater.

Figure 61

Typical of the type of space heater we

often find. These are of a type used in
washing machines. Submerged in
water they cannot glow red hot.
Inside a DC motor they are a hot spot
source of ignition.

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Figure 62

A basic spark arrestor,

cheap and easy to fit.

Figure 63

An alternative inlet and

exhaust vent to and from
a safe area.

Figure 64

A good reason to be safe.

The explosion of the DC
motor of the rotary
located in zone 1.

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2.2 Electrical safety equipment checklist

 Check that the hazardous areas on the rig are clearly defined. Check that
hazardous-area drawings are available.
 Confirm that there are proper exposed permanent signs installed, indicating
the hazardous areas along the rig site.
 Verify that the electricians have attended an EX-equipment course.
 Investigate whether certified cables and EX cable fittings are fitted in the
appropriate zones around the rig.
 Verify that all AC and DC motors are properly grounded with external
installed ground wires.
 Check that monthly insulation to the ground measurements of the AC and DC
motors are performed. Check that the right values were measured.
 Ensure that the maximum resistance of the ground wires is 1 ohm. Ground
wires must be able to transfer high currents without burning up.
 Check that only the correct sized copper ground wires are used.
 Ensure that the vibrating equipment (like shale shakers) uses a braided-style
ground wire and ground matting.
 When a looped ground wire system is present, ensure there are double-
looped ground wires installed to prevent single-point failures.
 Ensure that flame-path maintenance is carried out on all the EXd boxes.
 Verify that the EXd boxes are fitted with all their securing bolts.
 Confirm that NO silicone sealant or packing material is used on the flanges
on the EXd box flanges.
 Check the resistance to ground of all the major 750VDC motors, insulation
value must be at least 2 Mohm.
 Ensure that spark arrestors are installed on all the DC motors air exhausts,
when the DC motors are used inside the hazardous areas.
 Verify that the DC motors used in a hazardous area are drawing their cooling
air from outside the hazardous area.
 Check that the DC motor space heaters have an EX rating.
 Test the “loss-of-purge-air “alarms installed on the EXp equipment.
 Visually check whether the electric cables are adequately supported and
routed inside dedicated cable trays.
 Confirm that the electrical cables in the derrick are secured with rubber-
coated, stainless steel tie-wraps.
 Ensure the all AC motors located in the hazardous areas have a valid EX
certification.
 Record the date of the last infra-red survey performed on the electrical bus
bars and generators.
 Make sure rubber safety matting is present in front of all the motor control
centers (MCCs).
 Verify that there is an insulated grab hook in the vicinity of the MCCs and
round the main switchgear room.

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2.3 Electrical safety: photos

Figure 65

All equipment must be

grounded. Never use a
single loop to connect one
section to the other
section; always use a
double-loop system to
prevent single-point
failures.

Figure 66

Completely corroded steel

ground cable. This cable
will burn through the
moment any significant
current is passed through
it. This ground wire
provides no protection
whatsoever, and only
offers a false sense of
security.

Figure 67

Damaged ground cable.

Taped connections are not
recommended.

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Figure 68

Badly corroded ground cables. The

individual wires are too thin so that
their resistance will be too high in
order to operate as a ground wire.
The maximum allowable resistance is
only 1 ohm. These wires could act like
fuses and burn out when a current
flows. This is a fire risk. The
electrician should fit the correct-
diameter cable for the expected
loads.

Figure 69

These ground cables do not have a

proper, solid connection.

Figure 70

External ground cable in

good condition for the
generator.

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Figure 71

Cables should be routed

inside designated cable
trays; this set-up creates
a serious safety hazard.

Figure 72

Messy cables on top of the

driller's doghouse. Which
cable is live and which one
is obsolete? Do you
recognise any EXi cable in
this spaghetti heap?

Figure 73

Too many cables installed

on a corroded cable
support system.

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Figure 74

EXd box opened for

inspection, all the studs
must be re-installed to
ensure the EXd integrity.

Figure 75

All cables should be

mechanically supported to
comply with API. Note that
all these cables are located
inside the hazardous area
close to the mud pits!

Figure 76

An example of a well
designed electric-cable
support system.

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Figure 77

It is very dangerous to
repair a 440-volt AC wire
like this using tape.

Figure 78

A 'high-voltage' rag is
used to cover a 440-volt
generator. Not using the
proper gland with 440 Volt
systems is a very
dangerous practice.

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Figure 79

This DC motor air exhaust,

which could contain sparks
from the DC motor of the
drawworks, is venting straight
into a hazardous area.
Adequate spark arrestors must
be installed here.

Figure 80

Spark arrestor installed on an

older type DC motor replacing
the louvre doors.

Figure 81

Duct tape is not EX and should

not be used on the air supply
inlet to the DC motors on the
drill floor.

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Figure 82

Duct tape has nothing to

do with ducting.

Figure 83

A new blower installed,

but the air inlet is within
the hazardous area.
Note the BOP HPU is
installed on the drill floor
on this rig as shown in the
back ground.

Figure 84

Air exhaust and supply

with ducting to receive air
from outside the
hazardous area, and vent
the air outside the
hazardous area as well
after passing through
spark arrestors.

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Figure 85

Non-EX space heater for

the drawworks DC motor.
When the DC motor is not
running, the purge air
protection is lost. For this
reason, the space heaters
installed to prevent
condensation inside the
DC motors must have an
EX rating.

Figure 86

A certified and acceptable

EX aluminium space
heater.

Figure 87

Gas- and watertight

pencil.

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Figure 88

No proper separation
between the mud pit room
and the mud pump room.

Figure 89

A 'watertight' plug socket.

Unfortunately, the water
was present inside the
socket!

Figure 90

Cover missing from the

plug socket.

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Figure 91

Domestic plugs and

sockets placed on a
homemade, wooden
'junction box', in use
outside next to the mud
pumps. This is not
acceptable.

Figure 92

An example of a 'high-
tech' electrical support
system: rope!

Figure 93

Tape repairs will not

provide a satisfactorily
seal, and therefore we are
losing the EX rating of the
cables going into this
junction box.

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Figure 94

Enough tape was used. This

tape may be waterproof, but it
is absolutely not explosion-
proof.

Figure 95

Junction box. The EX cable

gland is completely missing.

Figure 96

Cable glands are designed to

secure on the main cable
sheath only. In this example it
should be the outer diameter
that is secured.

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Figure 97

Very dangerous
installation and with poor
termination of electrical
wires.

Figure 98

440-volt termination of
wires in a Zone 1 area,
next to the shakers. This
is very dangerous.

Figure 99

This new, “supposedly EX

hot-water kettle” does not
need a plug. It was
installed on top of the mud
tanks, which is a Zone 1
hazardous area.

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Figure 100

Electrical enclosure which was held

together with manila rope.

Figure 101

Instead of a rubber mat, there is

water on the steel floor in front of the
MCC.

Figure 102

A high-quality approved rubber mat

installed to protect the electricians.
The ladder must not be made from
metal.

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Figure 103

Example of correct electrical isolation

with a numbered padlock, a physical
barrier and a padlock number, which
is mentioned and covered by an
electrical-isolation work permit. Note
this is not an OEM but it still is an
effective way of installation.

Figure 104

A well-maintained electrical-isolation
board.

Figure 105

The correct method of locking and

tagging.

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Figure 106

Homemade MCC panel.

Please do not touch.

Figure 107

Has somebody lost his mind? The

drill bit replaced the fuse!

Figure 108

Poor electrical safety in a third-party

container. Note that third-party
electrical equipment is also the
responsibility of the rig electrician.

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Figure 109

Batteries in a box. There is

no ventilation outlet to
vent outside the area, and
there are no safety signs
installed.

Figure 110

This battery is not even

placed inside a box. Clear
indication of leaking acid
and corrosion, and no
safety signs are installed.

Figure 111

Battery box with the

appropriate safety signs.

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Figure 112

Unsafe breaker panel inside the

accommodation area.

Figure 113

The infamous tooth-pick plug.

Figure 114

'No plug is needed here, mister

surveyor, as we have a safety line
installed on the 220-volt electrical
cable inside the cabin of the
accommodation.'

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Land rigs – Jack-up rigs – Platform rigs

Chapter 05
Safety equipment

1 Drilling and safety equipment ................................................... 356

1.1 Safety equipment checklist ................................................ 357
1.2 Drilling safety equipment checklist ...................................... 357
1.3 Drilling safety equipment: photos ....................................... 358
2 Pollution control ...................................................................... 379
2.1 Pollution control checklist .................................................. 380
2.2 Pollution control: photos .................................................... 381

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1 Drilling and safety equipment

What is it?
Fire pumps, fire extinguish systems- both permanent and portable systems, PPE-
personal protective equipment, hand rails, tow boards, escape routes, life-rafts
and life-boats for MODUs, helicopter decks etc.

What does it do?

Protects the personnel and provide equipment to fight fires or abandon the rig for
MODUs.

How much power?

Not applicable.

Special features?
Depending on the location additional PPE protection is required when drilling in a
known or expected location with high level of H2S zones in the formation.

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1.1 Safety equipment checklist

 Check the condition of all the fire-fighting equipment (fire pumps, fire hoses,
fire suits and fire stations).
 Check the condition of all the portable fire extinguishers and the results of
the latest hydrostatic tests (API RP 54 section 7.2).
 Test the condition of the fixed fire systems, if installed (CO2 or foam
installations).
 On MODUs, inspect all the lifeboats and life-rafts, and check the frequency of
the lifeboat drills.
 Examine all the helicopter facilities and helicopter rescue boxes.
 Check the emergency procedures.
 Verify the presence of lifting-/handling-equipment inspection records (six-
monthly).
 Confirm that the crew is familiar with the valid colour coding of the lifting
equipment.
 Inspect the accommodation facilities, the kitchen and the mess room, and the
overall hygiene levels.
 Check the hospital and medical facilities.
 Verify the condition and the number of breathing-apparatus sets.
 Examine the records for the gas detection equipment and the test records;
hydrocarbon (HC) gases are measured in LEL (Low Explosive Limit) and H2S
gas is measured in ppm.
 Verify that there is adequate and sufficient PPE (personal protective
equipment) readily available for the crews.
 Confirm that the permit-to-work system is enforced (API RP 54 section 20.1.1)

1.2 Drilling safety equipment checklist

 Check the handrails and toe boards for damage (API RP 54 section 9.3.18).
 Examine all the grating and escape routes for damage and blockage.
 Inspect all the muster points, the emergency showers and eyewash stations.
 Verify that the grinders and welding equipment are fit for purpose (API RP 54
section 20.4).
 Ensure that the V-door has secure protection when it is not in use.

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1.3 Drilling safety equipment: photos

Figure 1

Two fire pumps located in the same

area: this is not recommended.
Furthermore, these fire pumps were
installed next to the fuel purifier!

Figure 2

The fire-main piping has been

'repaired' on the outside with a
patch. This is not acceptable for
first-line safety equipment.

Figure 3

Sprinkler deluge system was isolated

because of leaks in the
accommodation. The leaks must be
fixed and the system must be
returned to normal operation.

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Figure 4

Due to insufficient pump

capacity the foam and
fire pump could not reach
the middle of the helideck
on this MODU.

Figure 5

This is the pump output

we need.

Figure 6

Ultraviolet fire sensor

was covered with a glove
during spray paint
operations, but the glove
has been left covering
the sensor. A critical
safety system has been
disarmed.

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Figure 7

Portable fire extinguisher

in very poor condition: a
danger to the crew. As
soon as a portable fire
extinguisher is
'energized', it becomes a
pressure vessel!

Figure 8

Leaving a portable fire

extinguisher standing on
the steel deck on this
MODU will not only cause
corrosion on the deck,
but also set on the
bottom of the fire
extinguisher. This fire
extinguisher might
explode when it is
energized.

Figure 9

A brand new fire

extinguisher still wrapped
in plastic, but the
pressure inside is already
below the set limit.

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Figure 10

Portable fire extinguishers in very poor

condition: corrosion has taken hold and the
hoses have deteriorated.

Figure 11

The use of non-transparent covers will help to

preserve the portable fire extinguishers in a
hostile environment.

Figure 12

The best solution: stainless-steel or fibreglass

cabinets in which to store the portable fire
extinguishers. There is also a clear sign
indicating the correct way to use this portable
extinguisher for the correct class of fire.

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Figure 13

What part of this did we

not understand? Why not
do this professionally and
place the extinguisher in
the original storage
bracket.

Figure 14

Fire station in highly

corroded condition. The
hand wheel is no longer
connected to the valve
stem.

Figure 15

Fire hose station in poor

condition.

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Figure 16

Fire-fighting station very

poorly maintained.

Figure 17

Broken smoke detector held

together with steel wire.

Figure 18

Fire-fighting equipment
storage lockers on a land rig:
excellently designed and very
well maintained. This is proof
that even on land rigs fire-
fighting equipment is taken
seriously.

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Figure 19

Fire-fighting equipment on a MODU:

stored in a neat and tidy way.

Figure 20

A CO2 system, but the markings on

the gauge can no longer be read.

Figure 21

A portable CO2 cylinder. In the event

of fire the vulnerable bulb will break
and release CO2. This is not safe for
personnel working in the vicinity.

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Figure 22

A portable foam fire-fighting system for

use on a land rig.

Figure 23

What happened to the windsock on this

MODU? Windsocks are an important
safety factor to determine the wind
direction in case we have to vent gas in
a divert situation, or when there is H2S
gas present. Windsocks are also
important for helicopter operations on
MODUs.

Figure 24

An unacceptable method of end-

termination: wire knotted through a
chain! Only approved hook
terminations are acceptable.

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Figure 25

Another very dangerous practice is to

weld a chain to create an 'eye'.

Figure 26

Rig-made lifting eyes of a deplorable

standard. Only certified lifting devices
are acceptable.

Figure 27

Rig-made work platforms like these

should not be used. Lifting appliances
for people should have a safety factor
of 1:10.

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Figure 28

Chain hoist with a severely

deformed hook (the hook has
probably been overstressed).
Furthermore, the safety latch
is missing.

Figure 29

A home-made lifting sub for

the drill pipe. The use of this
'lifting sub' could easily cause
a fatality on the drill floor.

Figure 30

A collection of rig-made drill

pipe and drill-collar lifting
caps.

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Figure 31

These flame-cut pad eyes

were still in use, despite
having been painted red
to indicate that they have
been condemned by the
third-party inspector.

Figure 32 - Flame-
modified pad eye.

Due to the lack of

material this pad eye has
been weakened by a
factor sixteen. However,
the green paint indicating
that this is a 'safe' pad
eye is still fresh.

Figure 33

The missing section will

reduce the strength of
this pad eye. The pad eye
must be removed
immediately.

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Figure 34

It is not acceptable to weld a

roller onto the high-pressure
mud standpipe going into the
derrick.

Figure 35

A well-worn grinding wheel with

too big a gap between the wheel
and the rest. A grinding wheel
as severely worn as this one can
shatter into a thousand pieces.

Figure 36

A near-miss! Luckily the

operator was wearing gloves;
otherwise it could have been his
fingers.

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Figure 37

Welding equipment in
deplorable condition.

Figure 38

Neither Jubilee clips nor

locking wire should be
used to secure the hoses
onto the cutting torch.

Figure 39

No flame arrester fitted on

this oxygen bottle.

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Figure 40

Fork-lift truck with home-made

stretched forks.

Figure 41

Stairways are escape routes and

should be kept in good condition.
Notice the twist halfway down the
steps.

Figure 42

It is easy to trip and fall over

loose grating on top of the mud
tanks. Openings in the grating
are tripping hazards too. There
was a real-life incident where a
rig worker stepped onto an
unsecured grating, fell into the
mud pit and drowned.

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Figure 43

Good-quality toe boards fitted on the

mud pit walkways of this land rig.

Figure 44

Electrical conduit running inside the

mud tanks. The electrical conduit
must be removed and routed outside
the mud tanks.

Figure 45

The floor in this kitchen does not

meet the required hygiene standards.

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Figure 46

Fresh water? Hot water

turned red.

Figure 47

Fresh water? Cold water

turned green.

Figure 48

Bugs swimming in this

eyewash station.

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Figure 49

Eyewash station without any

water in it.

Figure 50

Eyewash station. Would you rinse

your eyes with this filthy water?

Figure 51

Good housekeeping in the rig

workshops.

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Figure 52

The electrical control room

(SCR room) is not a storage
space.

Figure 53

This is what the SCR and

switchgear rooms should look
like.

Figure 54

Safety harness? What safety

harness? I am a supervisor -
look at my very clean coverall -
so I don't need a harness!

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Figure 55

Rig evacuation equipment on

a MODU must be maintained
to the highest standards.
Make sure that the lifeboat
embarkation areas are well
lit.

Figure 56

Life-rafts have to be sent in

for inspection by the local
authorities at frequent
intervals, in most areas of the
world yearly or every other
year.

Figure 57

Poor organization of painting

materials. Paint must be
stored in designated paint
stores, which should be
protected with a fixed CO2
fire-fighting system.

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Figure 58

Poor lifting practices. Special

lifting frames must be available
for lifting the acetylene and
oxygen bottles.

Figure 59

If the expiry date of food or

the content of the bottle is
unknown we should remove it
from the food store!

Figure 60

An example of an unsafe act,

not witnessed on a drilling rig,
but noticed by one of our
surveyors in the hotel where
he was staying. “If I do the
drilling, will you hold on to the
bucket?”

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Figure 61

H2S, what is that? How

can we train people in
safety if we ignore safety
ourselves? Who needs
PPE?

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2 Pollution control

What is it?
The equipment, which is present at the rig site to prevent pollution to the
environment.

What does it do?

Prevent pollution to the environment.

How much power?

Not applicable.

Special features?
Depending on the location and local legislation how the pollution control is
maintained. The use of oil base mud requires a lot of extra pollution control
measures. Housekeeping levels often leave room for improvement around drilling
rigs.

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2.1 Pollution control checklist

 Verify the presence of a valid International Oil Pollution Prevention (IOPP)
certificate (applicable to MODUs only).
 Check the operation of the oil/water separator and the contents of the oil
discharge (max. 10 to 40 ppm oil content depending of the local legislation).
 Confirm that the rig has adopted a zero-discharge policy.
 Verify that the shale shaker dump valves are isolated when oil-based mud is
used.
 Check if the mud pit dump valves can be isolated with padlocks and chains
when oil-based mud is used.
 Verify that there is an oil spill plan in place.
 Confirm that sufficient equipment is available to handle small oil spills.
 Verify that the sewage unit is operational, and ensure the raw sewage does
not bypass the sewage unit.
 Verify that a waste separation plan is available.
 Ensure that no CFCs are used in the refrigerating plants.
 Confirm that Halon is not used as a fire-fighting agent.
 Verify that there are adequate facilities to store waste oil.
 Ensure there is no direct-overboard dumping of sludge, bilge, dirty oil and
bilge water from the collecting tanks on MODUs.
 Ascertain that there is a cuttings disposal system or cuttings-washing system
in place.
 Make sure the mousehole drains are connected to a mud collection tank.
 Verify that all the mud pump room drains are connected to a mud collection
tank.
 Confirm that there is no asbestos material present in the accommodation or
work areas. If asbestos has been used for ceiling and wall posts, notices
must be displayed to warn the crew not to drill holes in the walls without
wearing the proper personal safety protection equipment.
 Check the level of the housekeeping and hydraulic-oil spillage around the rig.
 Check the garbage management plan (as per MARPOL).

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2.2 Pollution control: photos

Figure 62

Pollution control must be

taken seriously, also on
land rigs where local
legislation is not always
properly enforced.

Figure 63

Poor pollution control:

chemicals are coming into
contact with the water and
polluting the soil. This is
definitely what we call a
waste pit!

Figure 64

Poor housekeeping also has

a dire effect on pollution
control. Engine oil leaking
onto the ground and
penetrating the soil. One
litre of oil or fuel can
contaminate one million
litres of fresh ground water.

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Figure 65

Poor housekeeping.
There is oil-based mud all
over this rig site.

Figure 66

No drip pan placed

underneath this leaking
engine.

Figure 67

There should be an alarm

and automatic shut-off
device installed on the
outlet of the purifiers in
case the purifier loses its
'seal' between the water
and the oil.

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Figure 68

This drain in the mud

pump room runs straight
into the ocean.

Figure 69

Inferior pollution control

in the cellar of this land
rig.

Figure 70

This fuel tank overflow

should have a copper
gauze fitted, as well as a
save-all to contain small
fuel spills.

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Land rigs – Jack-up rigs – Platform rigs

Chapter 06
Marine equipment

1 Jacking system: introduction .................................................... 386

1.1 Introduction ................................................................... 386
1.2 System description.......................................................... 388
1.3 Pinion shaft and drive pinion and reduction gearbox ............ 388
1.4 Jacking electric brake/motor and jacking control ................. 389
1.5 Leg racks ....................................................................... 389
1.6 The central control cabinet and console ............................. 389
1.7 The central control console............................................... 389
1.8 Brake operation .............................................................. 389
1.9 Fixation system .............................................................. 390
2 Associated systems for jacking ................................................. 391
2.1 Seawater system ............................................................ 391
2.2 Seawater system: points to identify .................................. 391
2.3 Leg-jetting operation ....................................................... 392
2.4 The jack-up operation ..................................................... 393
2.5 Foundation failure while pre-driving .................................. 393
2.6 Jacking points to consider ................................................ 394
2.7 Jacking systems checklist................................................. 398
2.8 Hyperlinked images and drawings from the jacking
systems checklist presentation ......................................... 399
2.9 Practical explanation of the jacking system ........................ 400
2.10 Corrosion protection ........................................................ 403
3 Deep-well pumps .................................................................... 405
3.1 Jetting ........................................................................... 407
3.2 Skidding ........................................................................ 408
3.3 Spud can inspections ....................................................... 412
3.4 General jack-up marine equipment ................................... 413

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1 Jacking system: introduction

1.1 Introduction

What is it?
A large number of electrical driven gears with gear boxes to control the legs
(three or four legs) of the jack-up system.

What does it do?

It can lift the complete rig out of the water supported on legs and lower the rig
back down again as well.

How much power?

Depending on the rigs size, the water depth of the heavy duty Jack-ups; the
“gorilla” Jack-up rigs class can operate in maximum of 350 ft. of water.

Special features?
AC driven, a great variety of gear boxes and style of construction of the legs are
found.
Special designed spud-cans the “feet” of the legs should be used for different
style seabed formations.

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Figure 1 - Jack-up rig in drilling mode.

Note: This chapter is too extensive to be discussed during the course. We

provided additional information on request of several candidates working on
jack-ups, to obtain more understanding of the jack-up problems. We will
discuss the photos and main principles during the standard four-day RIW
workshop.

The principle means of jacking a rig include the following:

 rack and pinion drive
 hydraulic continuous recycling
The jacking system on the majority of drilling jack-ups is usually the rack-
and-pinion type. This system comprises of a number of electrically driven
rack-and-pinion-type jacking assemblies. For example, the rig may support
six jacking units per chord per leg which are housed inside each of the
jackhouse structures.
Each of the jacking pinions is independently driven by an electric motor via a
reduction gearbox which engages with the leg tooth racks of each leg. An
example of this is shown in Figure 2. This illustration indicates two
assemblies. Operationally each of the three chords has three on each side of
the rack-and-pinion tooth rack (total per chord six) with a further six on
each of the chords.
The jacking system is designed to operate in tandem capable of lifting or
lowering the hull. The jacking movement is guided by the upper and lower
guides, which form part of the jackhouse and hull structure.

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Figure 2 - Jackhouse indicating the electric drive motors and

gearbox assemblies on one chord.

1.2 System description

The jack-up system operates with a rack-and-pinion system containing
tooth-type racks which are engaged by several synchronized, slow-turning
pinions. The pinions are driven through a system of reduction gears by
means of electric motors. These motors are provided with a failsafe spring-
loaded brake system, which engages automatically when the power is cut.
The brake is only released when the motor is operational.
When elevated, the hull can be supported by the brake system, but it is
common practice to employ a ratchet chock-type assembly to lock each
rack-and-pinion chord to the structure, thereby reducing the braking load.
The electrically driven rack-and-pinion jacking assemblies comprise the
following components:
 main pinion shaft and drive pinion and reduction gearbox
 electric brake motor
 leg gear rack

1.3 Pinion shaft and drive pinion and reduction gearbox

A typical reduction gearbox usually consists of a three-stage planetary gear
train integrated with a three-stage spur gear. The reduction gearbox is fully
enclosed, splash-lubricated and cooled by natural convection.
The gearboxes are fitted as right- or left-hand units, depending on their
application on the leg rack and jackhouse. The main drive pinion which
engages with the leg racks is made of heat-treated, forged alloy steel. The
pinion drive is coupled via splines into the reduction gearbox and supported
on bearings at both ends of the pinion.

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Figure 3 - Jacking gearbox and motor.

1.4 Jacking electric brake/motor and jacking control

On most rigs each of the drive induction motors are designed for direct on-
line starting. The motors are totally enclosed with exhaust fan cooling
installed on the shaft between the motor and the brake.
The brake motors drives their respective reduction gearbox through a
flexible coupling. An electro-magnetic disc brake of a fail-safe design at the
non-drive end of the motor provides the brake holding force.
The jacking brake is integral to the motor. It is a spring-applied failsafe
brake with a self-adjusting mechanism for the disc wear. Modern jacking
control system can comprise of individual variable-speed drive (VSD)
controlled motors with the motors controlled from a VSD panel.

1.5 Leg racks

The jack-up rig has a trussed leg structure defined as a triangularly-shaped
leg. Cross-bracing extends between adjacent column members and includes
horizontal brace members with diagonal brace members extending between
adjacent pairs of horizontal brace members. The leg structure has an
elongated rack carried on the column members to provide jacking of the leg.
The rack comprises of a set of rack teeth extending along each edge for
meshed engagement with pinions on their respective jacking unit.

1.6 The central control cabinet and console

On modern jack-up rigs the central control cabinet the PLC system controls
all logical operations, except the closed loop controls for the motors. The PLC
is designed for the communication hardware to accommodate remote I/O
and the HMI system.

1.7 The central control console

The system is controlled at the central control console by the rig mover or
the barge engineer. All the main functions are controlled and monitored by
means of push-buttons and indication lamps. In the event of an alarm or a
warning, a message will appear on one of the screens.

1.8 Brake operation

Each jacking unit is equipped with a fail-safe brake. The brakes are spring-
applied and electromagnetically released.

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1.9 Fixation system

Drilling rigs are equipped with fixation systems. The purpose of these
systems is to establish a rigid connection between the platform hull and the
platform legs. The fixation systems are used during towing and dry transport
and when the platform is elevated at its working height. The fixation
systems are capable of accepting the leg loading due to axial leg load and
leg bending moment.
Important criteria required for an efficient locking device should include:
 The positive restraint of leg for both movement and moment transfer.
 Adjustability to engage the leg in any position at elevations which may
vary from leg to leg and chord to chord.
 The engaging mechanism should be capable of positioning the locking
element in positive engagement with the rack and holding it in position
for a period of time during adverse conditions without relying on outside
power sources.

Figure 4 - Fixation disengaged. Figure 5 - Fixation engaged.

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2 Associated systems for jacking

2.1 Seawater system
The rig is provided with a predetermined number of submersible, multi-stage
seawater pumps located on one of the legs. However, the positioning of the
submersible pumps is dependent on the rig design. When in service, these
so-called deep-well pumps provide seawater at a sufficient capacity to
supply all users when the rig is jacked up and operational.
During the jacking-transition stage a lower-capacity multi-stage seawater
submersible pump is utilized. The pump is often deployed from a deck-
mounted winch with the seawater discharged to a buffer tank. The buffer
tank is capable of supplying the jack-up utilities. When the rig is jacked
down with the hull floating in the sea (transit), the seawater is taken from
the sea chests to supply the jack-up utilities. The buffer tank can only
operate for a certain period before the water temperature rises too much
when the buffer tanks are used without a new seawater supply.

2.2 Seawater system: points to identify

 The port and starboard manifold seawater system strainers condition
should be inspected.
 The buffer tank must be periodically checked for any indication of marine
growth. An anti-marine growth system, which kills the infant sea life
from the salt water supply with small electrical currents, is highly
recommended.

Figure 6 - Seawater system.

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2.3 Leg-jetting operation

Use of the jetting system is not invariably necessary to free the legs which
do not immediately come clear of the seabed. The use of the jack-up rig's
reserve buoyancy, particularly when a low swell is present, may be effective.
Therefore, it may be necessary to use the reserve buoyancy to attempt to
free the legs before resorting to jetting.
If the decision is taken to utilize the jetting system, the jack-up rig should
be lowered until there is a significant uplift on all the footings. The leg-
jetting system is connected to the seawater system and should be connected
to all legs simultaneously.
If the jack-up rig has been on location for an extended period of time it may
be found that mud has blocked the jets. It may become necessary to clear
them with a higher pressure than the seawater pumps can deliver.
Indication of a spud can freeing itself from the seabed is indicated by
bubbles appearing on the surface. Jetting must be stopped when the leg
starts moving. For certain areas in the world different type of spud cans are
used depending on the structure of the seabed soil.

Figure 7 - Typical spud can geometry and skirting arrangement.

Figure 8 - Typical spud can arrangement.

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2.4 The jack-up operation

Prior to any jacking approach a number of factors are considered they can
include the sea conditions, weather window for jacking and a Site-Specific
Assessment (SSA), for instance soil analysis, to ensure the leg footings will
be maintained in a secure position.
Preloading
The aim of pre-loading/pre-driving is to proof-load the soils so that when
subjected to the design storm conditions, the load envelope remains within
the failure surface, and that settlements are minimal and acceptable. While
the preloading operation is a controlled soil failure which provides a test and
measure of the capacity of the soil under vertical loading conditions, the
foundations will be subjected to combined loading during storm conditions.
On establishing the footings the rig is elevated to a safe air gap above the
maximum wave height. Preloading takes place by filling the pre-load tanks
with seawater. This weight enables a simulation of the working load of the
rig and to ensure the leg settlement is maximised.
During the predetermined period of preload careful monitoring of the rig's
orientation is observed. Any sudden movements the preload is immediately
removed and the jacking preloading stopped until a full appraisal has been
carried out.

2.5 Foundation failure while pre-driving

2.5.1 Punch-through and its effects

After an initial set-down of the legs on the seabed and the loading of the
legs, unless founded on very hard clay or sand, the spud cans penetrate the
surface soil. Penetration will continue whilst the preloading operation is
ongoing until equilibrium is reached between the capacity of the soil and the
forcing load. For example, penetration depths in sand are small, but those in
soft clays (such as the Mississippi delta) penetration depths as much as 55
metres have been recorded.
A punch-through within soft soils will continue until the required resistance is
developed at a greater depth. If the distance through which the spud can/leg
travel is significant, then damage may be caused to the leg. Foundation
failure under any one leg while pre-driving will immediately result in the
loads being taken up by all the remaining legs.
The effects of an unexpected punch-through, which will occur if two of the
legs punch through, may be very severe, resulting in the tilting of the jack-
up and the possible damage to the legs. Since the tilt will cause additional
out-of-balance moments, this will lead to an increase in spud can loading
and hence further punch-through deformation.

Punch-through may arise due to any of the following conditions:

 presence of a hard-clay crust over softer soils which may stay uniformly
soft or decrease with depth
 existence of sand over soft clay strata
 founding in a clay stratum which decreases in strength with depth
 firm clay with sand or silt pockets
 very soft clay where the capacity increase rate does not match the
loading rate
 operating at a location over a production platform where previous jack-up
rigs were present leaving hole marks in the soil from their legs
penetrations

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2.6 Jacking points to consider

2.6.1 Rack-phase difference

To ensure unnecessary stresses are not induced into the leg bracings and
the possibility of stress fatigue, the rack-phase difference (RPD) is to be
considered.
RPD is the difference in elevations between the rack teeth of the chords of
any one leg with the underlying causes of RPD related to moments and
shear forces passing through the leg/hull connection, such forces being
induced by environmental loads or foundation loads. Shear and moment
loads applied to the spud can are resisted at the leg/hull connection and may
give rise to significant RPD.
RPD may be used as a measure of the inclination of the leg relative to the
jack-up hull and, in turn, maybe used to estimate the leg loads (shear and
bending). The primary reason for measuring RPD is to ensure that the leg
braces are operating within their design limits. Monitoring the RPD during
jacking operations can give an early indication of possible leg overstress.

2.6.2 Causes of RPD

The scenarios that may lead to such spud can loads include:
 Eccentricity of leg vertical reaction caused by the uneven ground
conditions, such as a sloping seabed, previous footprints and scour. The
amount of eccentricity can be affected by hard-soil conditions and the
shape of the spud can. It is recommended that, if a non-level seabed is
identified by the site survey, the jack-up rig is (if possible) be relocated
to avoid a sloping seabed profile.
 Sliding of leg (relative to the others), especially into footprints.

The following aspects should be noted:

 A difference in rack phase between adjacent chords causes the bracing
members in that leg face to become stressed.
 The RPV measurements contains valuable information on the direction of
leg bending, and the RPD calculation on the hardware screen on the
jacking display should also be capable of showing this.
 During jacking operations, it is useful to monitor the direction of leg
inclination, particularly if the RPD is approaching a safe limiting value
and corrective action is contemplated.

Figure 9
Manual measuring of the RPV.

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Figure 10 - Measurement of RPD (and plane of leg bending).

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2.6.3 Scouring
Scouring is defined as the removal of seabed soils by currents and waves.
This can be caused by a natural geological process or by structural
components interrupting the natural flow above the seafloor. Scouring is
described as follows:
 overall scouring which would occur even if no jack-up were there
 global scouring representing a general scouring caused by the water flow
through the base of the jack-up
 local scouring representing the local cone of depression formed by the
increased local flow around an obstruction (such as a pile or spud can)

2.6.4 Effects on foundations

Scouring may:
 partially remove the soil from below the footings which will result in the
reduction of bearing capacity and any seabed fixity
 cause a rapid movement of the leg downward during the storm and
affect the foundation severely, especially when there is a potential of
punch-through at the location

2.6.5 Reducing the scouring effect

Once investigations have been carried out and appropriate studies have
predicted scour as being a potential problem, the following measures could
be implemented:
 gravel dumping prior to jack-up installation
 installation of artificial seaweed and the use of stone/gravel dumping,
gravel bags or grout mattresses after jack-up installation to reduce the
current velocity
 regular monitoring the actual condition of the spud can
 validity of the preloading operation should be reappraised if significant
scouring (say more than one metre) is encountered
 deeper spud can initial penetration using jetting method if needed
 using spud can with relatively flat profile in susceptible area
 removing the spud can and cleaning the seabed if necessary

2.6.6 Motor torques and removal of chocks

A considerable number of rack and pinion jacking systems require that the
motor torque on each jacking motor be checked and equalized prior to using
the system. At the same time it should be ensured that each brake is in
good condition and releases properly. This should be done after the drilling
package has been skidded in and the platform's variables have been moved
or consolidated in preparation for the move. Torque results should be logged
in the move report.

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If rack chocks, wedges or shims have to be removed, this may be done at

the same time. Full instructions will be found in the unit's operations manual
and jacking system manual.
If a long delay, such as waiting on weather, occurs after this has been
carried out, it will be necessary to ensure that torques remain equalized.
This may be done as described above, by operating the jacking system at
regular intervals.

Figure 11 - Typical chord arrangement showing the jackhouse and

guides and a National-style jacking system.

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2.7 Jacking systems checklist

 Record the maximum and minimum operational water depth the rig can
operate in.
 Check the condition of the jacking motors.
 Are there sufficient spare jacking motors available?
 Check whether there are any leaking seals on the jacking-gear housings.
 Examine the condition of the jacking-system sprockets.
 Inspect the condition of the shock pads of the legs.
 Record the type of legs used: K-type, inverted-K-type or X-type legs.
 Verify the condition of the legs bracings and the cross members.
 Confirm the condition of the leg shock absorbers (remove them during a dry
tow, and install spacers during a dry tow).
 Check the condition of the leg zinc anodes and ensure that the white zinc-
oxide has been removed.
 Inspect the condition of the spud cans and record the last inspection date.
 Is it possible to check the spud cans on location or is a dry dock needed?
 Check the dump valves and the seawater injection system of the spud cans.
 Examine the condition of the pre-load tanks interior; look for corrosion levels
and check the condition of the zinc anodes.
 Inspect the condition of the pre-load tank dump valves and the smooth
operation of the dump valves.
 Verify the condition of the seawater system, check how many deep-well
pumps are present (three-stage of four-stage pumps), and record the total
seawater capacity of the combined pumps.
 Check the condition of the water tower for the deep-well pumps.
 Check the condition of the leg load-monitoring systems.
 Examine the condition of the inclination instrumentation and alarms.
 Inspect the condition of the electrical resistor banks that absorb electrical
energy when jacking down.
 Verify the condition of the skidding systems of the derrick.

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2.8 Hyperlinked images and drawings from the jacking systems

checklist presentation

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2.9 Practical explanation of the jacking system

The jacking system is designed to operate in tandem to lift and lower the
hull. The jacking movement is guided by the upper and lower guides, which
form part of the jackhouse and the hull.

Figure 12 - Is the wear on the leg guides mounted in the jacking

housing within acceptable limits? Check the OEM
recommendations.

Figure 13 - The condition of the gears should be checked against

OEM requirements prior to jacking after a long period
on location.

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Figure 14 - The rig crew should check for wear on a frequent basis.

If the gears on one chord are worn more than the gears on other chords or
legs, then the jacking operation could easily become out of sync. Some
motors could become overloaded; excessive juddering and vibrations could
be the result, and damage the jacking-system equipment and legs.

Figure 15 - Check the condition of the drive and drive gears.

There is always more wear on one side than on the other. On the jack-up
side we normally find more wear.

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Figure 16 - The gearboxes.

The gearboxes need to be kept in good condition. The bearings need to be

well lubricated and oil samples are to be taken on monthly basis. The
foundation support bolts must be checked for tightness. The coupling bolts
should be tight and all coupling guards must be installed and in good
condition.

Figure 17 - Working on jacking systems is never easy. Electricians

and mechanics have to work in difficult conditions. Some
do it safely!

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2.10 Corrosion protection

Figure 18

Remove the zinc oxide to

ensure the anodes keep on
working.

Figure 19

Frequent renewal of the

anodes on the legs is a must.

Figure 20

Here the corrosion levels have

reached a critical level.

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Figure 21 - Corrosion levels above the acceptable levels.

Figure 22 - Fixation disengaged. Figure 23 - Fixation engaged.

Important criteria required for efficient locking include the positive restraint
of leg for both movement and moment transfer. Adjustability to engage the
leg in any position at elevations, which may vary from leg to leg and chord
to chord, are very important too. The engaging mechanism should be
capable of positioning the locking element in positive engagement with the
rack, and holding it in position for a period of time during adverse conditions
without relying on outside power sources.

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3 Deep-well pumps

Figure 24 - The deep-well pumps are lowered as soon as the jack-up

has been raised out of the water.

There are three-stage and four-stage deep-well pumps. Most jack-up have
three or four deep-well pumps installed. Some deep wells have dedicated
water towers, others are flanged together.
Important is that the deep-well pump capacity is capable of supplying
sufficient cooling water so that the engines can be cooled even if the engines
are working on maximum load for a prolonged period. It is important to find
out how much pumps strokes the mud pumps are allowed to make while
pumping seawater, so that the deep-well pumps can keep up the demand.

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Figure 25

Water tower for the deep-well

pumps.

Figure 26

Deep-well pumps with electrical

cable. Be aware that deep-well
pumps are vulnerable to
electrical short-circuiting.

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3.1 Jetting
Using the jetting system is not always necessary to free legs which may
initially be stuck in the seabed and are proving difficult to free. Using the rig
reserve buoyancy, especially if there is a low swell that can be used to
assist, it could be better to free the legs before resorting to jetting.

Figure 27
Jetting hose rated for high pressure.

If this fails to free the legs, you would need to resort to using the jetting
system. In that case the rig should be lowered until there is a significant
uplift on all the spud cans. The leg-jetting system is connected to the
seawater system and should be connected to all legs to pump seawater
simultaneously to all legs.

Figure 28
The jetting manifold from
the mud pump system.

If the rig has been on a location for an extended period of time it is possible
that the jets have been blocked with mud and it might require an increase in
water pressure to clear them. When the spud cans break free there is often
a bubble released that are visible at the surface.
If required, the mud pumps can be used to increase the water pressure, on
the set up shown the hose was rated at 1,275 psi or 85 bars. Need relief
valve to prevent over pressure on the system.

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3.2 Skidding
Many rigs use a simple rack and pinion method using motors and gearboxes
similar to the jacking system, as depicted below here.

Figure 29 - The bracing bars should not be there. It indicates that

the brakes on some motors do not release and are
twisted off; make sure the brakes are in order.

Figure 30
Jacking cylinders and their
operation.

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Figure 31 - As with jacking systems, there are many different types

of systems. This one uses a fixed jack and pins. The rules
applied for hydraulic systems are the same as any other
found on a rig.

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Figure 32

Damaged beams can lead to

overloading of the skidding system.

Figure 33

Skidding beams carry heavy loads

and are susceptible to wear and tear.
They need to be well greased during
operations.

Figure 34

Grating above track allows grease to

remain and saves time when need to
skidding.

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Figure 35

Well-greased skidding
track. The hold-down
guides need to be NDT-
inspected for cracks.

Figure 36

Skidding-track hold-down
guides need to be
inspected for cracks.

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3.3 Spud can inspections

Docking periods involve inspections of spud cans, P-tanks and the hull
structure. Some rigs can perform spud can inspections on location if the
weather and sea conditions are calm.

Figure 37

Spud can is pumped empty for

inspection.

Figure 38

The remote-operated pre-load valve

for the spud can.

Figure 39

Inspection of the interior of the spud

can. Notice the worn zinc anodes. The
white zinc oxide needs to be
removed.

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3.4 General jack-up marine equipment

Figure 40

Preload tanks should be in good

condition. Extended spindles on
seawater valves must be fitted and
easy to operate.

Figure 41

Hull and steel repairs are the

biggest expense during docking
periods. Good tank coating, anodes
and regular inspections will help
keep it down.

Figure 42

Check that the fire pumps fitted in

remote unmanned areas are fitted
with local and remote start/stop
devices and that the valves are
remote-and local-controllable
(MODU Code section 9.4.6). Check
that both pumps are installed in
separate compartments so any fire
in one of the areas does not
disable the other pump (MODU
Code section 9.4.3).

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Figure 43

Seawater valves inlets should be well

maintained and easy to operate. The
blank flange section can be installed
to isolate the piping from the sea
inlet.

Figure 44

The seawater inlets can become

extremely dangerous and burst,
thereby flooding the tanks and
putting the rig in danger.

Figure 45

Check the layout of the bilge system

for potentially dangerous situations.
Are all hull compartments fitted with
bilge wells? Test the pumps and/or
the bilge ejector on good working
conditions.

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Land rigs – Jack-up rigs – Platform rigs

Chapter 07
Well control equipment

1 Ram-type preventers ............................................................... 416

1.1 Introduction ................................................................... 416
1.2 The operation of the rams ................................................ 417
1.3 Hydraulic operators ......................................................... 418
1.4 Types of rams ................................................................ 420
1.5 Ram preventers checklist ................................................. 426
1.6 Hyperlinked images and drawings from the ram preventer
checklist presentation ...................................................... 427
1.7 Ram-type BOPs: photos and drawings ............................... 432
2 Annular preventers .................................................................. 445
2.1 Introduction ................................................................... 445
2.2 Principle of annular preventers ......................................... 447
2.3 Stripping through a closed annular BOP ............................. 448
2.4 Hydril annular BOPs ........................................................ 449
2.5 Hydril GK annular preventers ........................................... 449
2.6 Cameron annular BOPs .................................................... 452
2.7 Annular preventer checklist .............................................. 453
2.8 Hyperlinked images and drawings from the annular
preventer checklist presentation ....................................... 454
2.9 Annular preventers: photos .............................................. 456
3 Gate valves ............................................................................ 462
3.1 Introduction ................................................................... 462
3.2 Gate valves checklist ....................................................... 463
3.3 Hyperlinked images and drawings from the gate valve
checklist presentation ...................................................... 464
3.4 Gate valves: photos and drawings..................................... 465
4 Choke and kill manifold ............................................................ 468
4.1 Introduction ................................................................... 468
4.2 Choke and kill manifold checklist ...................................... 477
4.3 Hyperlinked images and drawings from the choke and kill
manifold checklist presentation ......................................... 479
4.4 Choke and kill manifold: photos and drawings .................... 483
5 BOP HPU ................................................................................ 497
5.1 Introduction ................................................................... 497
5.2 BOP HPU checklist ........................................................... 510
5.3 Hyperlinked images and drawings from the HPU checklist
presentation ................................................................... 511
5.4 BOP HPU: photos and drawings ........................................ 515

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1 Ram-type preventers
1.1 Introduction

What is it?
Ram preventers are a part of the well control equipment integrated in the BOP.

What does it do?

The rams can seal the annulus of the well, seal around the drill pipe or perform a
Complete Shut Off (CSO), if no drill pipe is inside the hole.
The rams can hang-off the drill string.
The rams can shear the drill pipe.

How much power?

The rams are rated from 5,000 up to 15,000 psi working pressure. Most common
size is 13⅝” ID on surface BOPs. Some modern rigs are starting to use 18¾” ID
surface BOPs.

Special features?
Special locking systems for the rams, large bore bonnets or booster cylinder to
increase shear force.

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Figure 1 - The Cameron U ram-type BOP is the most widely used ram
preventer for surface BOPs.

Ram-type preventers close the annular space outside a string of pipe in the
well by moving the rams from a retracted position clear of the bore into a
position where the ram blocks close around the pipe.
Rams operate in pairs and seal the space below and beside them in the
cavity, when they are closed. Pipe rams have semi-circular openings that
match the diameter of the pipe for which they are designed.
Note: Pipe rams can only hold pressure from the bottom, not from the top!
It is absolutely vital that the pipe rams in a preventer fit the OD of the drill
pipe, casing or tubing that is in use. If more than one size of pipe is in use,
ram-type preventers of different sizes are required in the BOP stack in order
to have all the sizes of rams available for immediate use.
When a tapered string is used, most operators install variable-bore rams
(VBRs) or flexible packers (Cameron FlexPacker®).

Figure 2 - Cameron ram preventers for different applications.

1.2 The operation of the rams

Blocks of steel are pushed into the wellbore around the drill pipe by
hydraulic cylinders. Elastomer seals installed in the ram blocks are made of
nitrile rubber, and form a seal between the ram blocks, the drill pipe and the
preventer body to isolate the annulus of the well. The principle behind this

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method is that elastomers made of nitrile (rubber) cannot be compressed

and will extrude into voids when (mechanical) compression forces are
applied. The internal pressures inside the rubber packers and top seals
exceed the working pressures of the rams.

Figure 3 Figure 4
Cameron 350 Packer lip-plated Extrusion plates control the rubber
design showing the upper and extrusion and apply forces to the
lower extrusion plates. packing rubber to extrude it into any
gaps in the cavities and around the
drill pipes. Rams seal in cavities,
around pipes and against themselves
(Cameron rams).

1.3 Hydraulic operators

Hydraulic operators normally use 1,500 psi of operating pressure to close
and open the preventers. The operating chambers are rated to 3,000 psi.
Cameron rams must be closed with a minimum of 1,500 psi to get a good
seal around the drill pipe.
After the rams are fully closed and the 1,500-psi closing pressure is reached,
the rams can be locked by the manual locking devices located on the aft side
of the bonnets. The rams are only locked before shearing operations, when
the drill pipe needs to be hung off. Shearing operations do not happen often
with surface BOPs.

Figure 5 Figure 6
Cameron blind-shear ram in the Cameron blind-shear ram in the
OPEN position. CLOSE position.

Cameron bonnets have a very complicated system, which allows the bonnets
to be opened and closed hydraulically.

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Figure 7 Figure 8 Figure 9

Close pressure will The ram piston and the The ram piston is in
start to move the bonnet are moving the CLOSE position and
main piston as well simultaneously. the bonnet is fully
as the ram-change open.
piston; the bonnet
will open.

Figure 10 Figure 11 Figure 12

Opening pressure The ram piston and the The ram piston is in the
will start to move bonnet are moving OPEN position and the
the main piston as simultaneously. bonnet is closed; the
well as the ram- opening pressure will
change piston; the press the bonnet tightly
bonnet will close. against the ram body.

All the ram preventers are wellbore assist. The wellbore pressure will
support the closed ram blocks. The rams are not sealing at the bottom of the
cavity. Allow wellbore pressure to get behind the ram blocks providing
significant support. As a result of this, the wellbore pressure should always
be bled off completely after a pressure test, before the rams are opened.
A good practice is to first open the gate valves located in the choke and kill
lines. The total pressurized area of the bore of the rams is much larger, i.e.
more than twenty times larger (for 13⅝-inch ram BOPs) than the
pressurized area of the gate valves (3-inch bore).
Opening the ram blocks even with 'low pressure' underneath them can
create cracks on the piston hubs, and deform the aft side of the ram blocks.
Opening the rams with a wellbore pressure of 1,500 psi might blow the ram
rubbers from the ram blocks. Opening the rams with a wellbore pressure of
3,000 psi or higher might shear the ram shaft attachment (hub) with the
ram blocks.
Calculate the force on the ram blocks of a 13⅝-inch BOP when there is just
500 psi left, and see how much force there is still left on the ram blocks.
Next, calculate the force on the 13⅝-inch BOP when the rams are pressure
tested to 10,000 psi. If you check your calculator, you will now realise how
important it is to STAY AWAY from the BOPs during pressure testing.

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1.4 Types of rams

The following different ram-type preventers are available:

Ram block types: Closing on:

Fixed pipe and casing rams Pipe of one specific size
Blind rams Open hole, no pipe in the hole
Shear-blind rams Close, open hole or cut drill pipe
Shear rams (casing shear or super Can only shear pipe - do not seal
shear rams) open hole
Variable-bore rams Seal on any pipe size within its range
Flexible-bore rams Seal on a range of pipe sizes (two to
four specific pipe sizes only)

Figure 13 - Cameron type U VBRs.

Figure 14 - Cameron FlexPacker®.

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1.4.1 Variable-bore packers

Advantage:
1. The VBR will seal on any size of pipe within its range.
Disadvantages:
1. Limited hang-off capacity in the lower range of the VBRs.
2. Expensive packers.
3. Special ram blocks are required.
4. Not suitable for use with high-temperature mud (except Hydril VBRs).

1.4.2 Cameron FlexPackers®

Advantages:
1. Cameron FlexPackers® will seal on three of four pipe sizes.
2. Cameron FlexPackers® fit into a standard set of fixed pipe ram blocks.
Disadvantages:
1. Limited hang-off capacity compared to fixed pipe rams.
2. The Cameron FlexPacker® does not seal any size of pipe within its
range.
3. Expensive packers.
4. Not suitable for use with high-temperature mud.

1.4.3 Shear blind rams

The shear blind rams are designed to cut drill pipe and leave a seal after the
pipe has been cut. The shear rams can only shear drill pipe, not tool joints,
heavy-weight drill pipe or drill collars. The blade seal should seal the annulus
after the pipe has been sheared.
The side packers are especially designed for LEFT and RIGHT, and should be
installed accordingly. The side packers will be clearly marked as to whether
they are for the left or the right side.
However, on the new Cameron DS shear blind rams, the blade seals
necessary to seal off the annulus, comprised two blades which CAN be
installed wrongly. The blades should slide in easily when installed the right
way up, but can be forced in with a sledgehammer (!) when they are the
wrong way up. The result of this will be that the DS shear blind rams will
only hold pressure for two or three tests!

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Figure 15 - Different types of Cameron shear blind rams.

To improve the shear force, either large bore bonnets or booster cylinders
can be installed.

Figure 16 - Modern Cameron TL with different styles of locking

systems and bonnets. On most surface BOP manual lock
bonnets will be installed.

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1.4.4 Shearing procedure

To successfully shear a drill pipe, hang-off the drill string first. The reasons
for doing so are as follows:
1. To be absolutely sure where the tool joint is located.
2. To be absolutely sure that there is no movement of the drill string.
3. To ensure that the drill string does not drop into the well, so after the
re-entry we can circulate “bottoms-up” using an overshot over the
sheared pipe end.
4. To centralize the drill string.
5. To allow a pull of up to approximately 10,000 lbs on the drill string. This
tension on the drill string will considerably improve the shearing
capacity.

Note: The shear rams can only shear drill pipe, not tool joints, heavy-weight
drill pipe or drill collars! Frequently, it will be difficult enough to shear the
newer and stronger drill pipes.

1.4.5 Procedure for hanging-off/shearing pipe:

1. Check the space out. Make sure the middle of the drill pipe is located in
the hang-off rams. (Try to avoid using VBRs for the hanging-off rams.)
2. Close the rams with low pressure (300-500 psi maximum).
3. As soon as the rams are closed, lower the drill pipe until a small weight
loss is noted. Check out your space again!
4. Increase the ram closing pressure to 1,500 psi minimum.
5. Lock the rams either manually or remotely (if the BOP is equipped with
a remote-operated locking system).
6. Open up the by-pass valve or use the high-pressure shear function -
both systems will apply 3,000 psi to the bonnets of the shear blind
rams.
7. Pull on the drill string with approximately 10,000 lbs.
8. Close the shear rams and keep your fingers crossed.

Note: There should be sufficient distance between the stick-up tool joint and
the bottom of the shear rams, so as to not try and cut the tool joint. On
most rigs the LPR (lower pipe ram) will be the hang-off ram.

Figure 17 - Cameron DS shear blind rams.

Take note that you have to turn the ram blocks upside down prior to
installing the blade seals, which have Left and Right stamped on them.

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Figure 18 - Clearance ram block cavity.

Clearances between the top of the cavity and the ram blocks must be
measured frequently, as too much clearance might result in the loss of low-
pressure sealing.

Figure 19 - Schematic of a Shaffer ram-type BOP.

In this schematic of a Shaffer ram BOP it is obvious how the rubber is

pushed forward if the rams are closed. As the ram blocks do not seal at the
bottom of the cavity can, the wellbore pressure assists the rams after they
are closed, both in the upward position against the top of the cavity with the
top-seals, as well as from behind the ram blocks; pushing the ram blocks
firmly against the drill pipe. The forces also act on the bonnet seals, which
must be of the same rating as the rams.

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Figure 20 - Shaffer NXT ram-type preventer.

Modern Shaffer BOPs of the NXT type are now commonly used as surface
BOPs.

Figure 21 - Hydril ram-type preventer.

The other major manufacturer of ram BOPs is Hydril. Hydril BOPs are
predominantly used for subsea BOPs.

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1.5 Ram preventers checklist

 Record the date of the last five-yearly major service (API RP 53 section
17.10.3).
 Verify that the ram BOPs are suitable for H2S operations (NACE 01.75).
 Check the API certification package (API RP 53 section 17.13.2).
 Inspect the condition of the control hoses and verify that they are fire-
resistant (API RP 53 section 12.5.2).
 Examine the NDT records for the piston hubs, ram blocks, shear ram blades
and bonnet bolts.
 Investigate whether the BOP is suitable/dressed for HT/HP applications.
 Record the cavity and ram block clearance measurements.
 Verify that the rig crew understands how best to store spare rubber parts and
increase their shelf lives (API RP 53 sections 6.4 and 6.5).
 Confirm that the correct variable-bore rams are fitted.
 Verify that the capacity of the blind/shear ram is sufficient to shear the drill
pipe in use.
 Verify that there is sufficient space between the hang-off pipe rams and the
bottom of the shear-blind rams in relation with the tool joints in use.
 Verify that the condition of the elastomers is as new (API RP 53 section 19.5).
 Record the date of the latest test of the hydraulic circuits at 300 psi/20 bars
and 3,000 psi/200 bars in order to check the integrity of the circuit seals (API
RP 53 section [Link]).
 Check the condition of the (blind) flanges and their studs (API RP 53 section
17.11).
 Inspect the condition of bore (key seating or deep scoring).
 Record the date of the last pressure test to full working pressure (API RP 53
section 17.3.2 and API RP 53 (1997) section 17.3.3 and API 510 section 6.5.1).
 Confirm the condition of all the hydraulic torque tools (API RP 53 section
17.11.4).
 Check the ram configuration.
 Verify that the ram-locking system is operational and check the date of the
last function test of the ram-locking system (API RP 53 section 17.5.8).
 Were the ram BOPs ever tested with the locking system engaged and the
closing pressure bled off?
 Check the condition of the emergency seal of the bonnet piston rod. Are the
tell-tale holes fully open on the bonnet?

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1.6 Hyperlinked images and drawings from the ram preventer

checklist presentation

Clearance ram block cavity

Top seals
A

ram block

Side packer

B C
Clearances (Cameron BOPs):
Maximum A = 0.060"
Maximum B+C = 0.080"
Figure 22 - Cameron ram cavity clearance measurements.

Figure 23 - Measuring the horizontal clearance after the top seals

were removed.

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Figure 24 - Measuring the vertical clearance after the top seals were
removed.

Figure 25 - Hang-off areas of fixed and variable-bore rams.

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Figure 26 - Torque values recommended by Cameron.

Figure 27 - B-7 studs and 2H nuts; the right grade for well
control equipment is vitally important!

Figure 28 - Emergency secondary sealing system on piston.

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Figure 29

NDT of the rams.

Figure 30

Ram piston rod end in

poor condition.

Figure 31

Open Cameron bonnet.

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Figure 32

Cameron BOP open for inspection.

Figure 33

Cameron BOP under inspection.

Figure 34

Ram lock extensions.

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1.7 Ram-type BOPs: photos and drawings

Figure 35

Cameron ram-type BOPs with

bonnets open for inspection.
Ensure that the BOP stack is
secured and all the hydraulic
lines are disconnected before
starting the actual maintenance.

Figure 36

View through the ram cavity at

the opposite ram cavity with the
ram block still installed. A visual
inspection of the ram cavities is
recommended. The scoring at
the top or at the side of the
cavity may cause problems with
the low-pressure sealing at the
bore.

Figure 37

Severely pitted BX gasket sealing

area on the bonnet flange.

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Figure 38

Non-Cameron-
authorized repairs. After
the bonnet bolt threads
were damaged, a sleeve
was fitted. There is no
guarantee that this
repair will handle the
bolt torque or well bore
pressures. A new bonnet
is the only solution.

Figure 39

Typical damage found on

the ram blocks, when
the rams are
accidentally closed on a
tool joint instead of the
drill pipe. Next, the top
of the cavity will be
scored, resulting in low-
pressure sealing
problems.

Figure 40

Scouring at the top of

the cavity caused by
damaged ram blocks
(see previous picture)
can result in poor sealing
capacities at low
pressures.

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Figure 41

Scouring at the bottom

of the cavities is a
“normal event” and does
not affect the sealing
capacities of the rams,
unless it increases the
ram block cavity
clearance too much.

Figure 42

The driller should be

careful when passing
through the BOPs with
drill bits to prevent bit
marks like these in the
ram cavities.

Figure 43

Manual ram-locking
systems are to be
properly maintained.
This ram lock is corroded
and bent; it is not
possible to lock the rams
with these locks.

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Figure 44

Note the heat marks

around the housing for
the mechanical locking
screw. No heat or
welding must be applied
to ram BOPs other than
by the OEM in
specialized machine
shops followed by heat
treatment.

Figure 45

Ensure that the studs on

the flanges are long
enough to pass through
the nuts. Tremendous
forces are working on
these flanges during
pressure testing or high-
pressure kicks. The BOP
pressure rating is only
guaranteed when all the
studs, nuts and bolts are
fully fitted and torqued.

Figure 46

Top seals 'nipped' on a

Cameron ram-type BOP,
most likely because
someone installed the
top seals with grease
underneath them.
Cameron U-type ram
blocks require different
top seals for VBRs, pipe
rams and shear-bind
rams. Cameron T-type
ram blocks all have the
same top seals.

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Figure 47

Cracked top seals: side

and front packers must
be replaced. Sunlight
and ozone are the
greatest threats to the
rubber.

Figure 48

Storing the ram blocks

with the rubber seals
exposed to the sunlight
will cause rapid cracking
and deterioration of the
rubber front packers and
top seals.

Figure 49

Spare ram block seals

should not be stored and
covered in petroleum-
based grease (Cameron
information sheet No.
96-002; Hydril EB 94-
001).

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Figure 50

Shaffer ram blocks with

too little protrusion for
the top seals.

Figure 51

New Hydril VBRs with a

hardened,
interchangeable drill pipe
hang-off ring.

Figure 52

Bonnet bolts showing

excessive corrosion
during an NDT. The
threads are to be
checked for stretch with
a thread gauge.

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Figure 53

NDT of the ram piston

hub. Cracks were
observed, most likely
caused by opening the
rams with some bore
pressure still acting on
the ram blocks.

Figure 54

More cracked hubs.

Regular NDT inspections
should be performed and
drilling personnel must
be advised of the
damage that can be
caused if the bore
pressure is not
completely vented.

Figure 55

Ram piston shaft piston

hub with a large section
completely sheared off.

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Figure 56

Measuring the clearance between the

ram block and the top of the ram
cavity, after the ram rubbers had been
removed. We measure at three places:
the left-hand, middle and right-hand
side of the cavity.

Figure 57

An NDT inspector checking the drill

pipe guides of the ram blocks for
cracks.

Figure 58

Checking the ram body for flatness.

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Figure 59

Be careful while installing and

removing the ram blocks; refrain
from damaging the chrome layer of
the piston shaft or on the ram
change pistons. Be aware of the risk
of hand injuries. Use wood to
protect these sections and always
use approved lifting equipment.

Figure 60

Hydril shear-blind rams upper blade

prior to use.

Figure 61

Shear-blind rams lower blade.

Failure after attempting to shear a
6⅝-inch drill pipe that was still in
motion.

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Figure 62

Bonnet bolts not correctly

tightened on this BOP. The rig
was in full operation, just
drilling away!

Figure 63

Testing Cameron BOP hydraulic

circuits can be done with the
bonnets in the OPEN position or
CLOSE position. Ensure the
bonnets are opened and closed
with a low operating pressure.
Verify that the test pump
certification is in date. Be aware
that the BOP stack can topple if
the test stump is not designed to
support the BOP stack with the
bonnets open. Hydraulic power
must be isolated prior to an
internal inspection or PM being
performed.

Figure 64

Testing the ram BOPs with a

closed drill pipe is a very
dangerous practice. The force on
a 5-inch closed drill pipe when
testing a 10,000-psi BOP is
almost 200,000 lbs.

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Figure 65

Ensure that the test

pipes for the rams are
heavy-walled and can
cope with the excessive
forces. This 3½-inch
drill pipe was clearly
not strong enough.

Figure 66

The correct bolt torque

should be applied with
the correct grease with
a known friction
coefficient. Be aware of
the risk of hand injuries
when using these tools.

Figure 67

No regulator used with

the impact gun. Bolt
torques will most likely
be much higher than
needed, resulting in
stretched and
weakened bolts. When
this flange receives
pressure it is possible
that the flange could
blow off.

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Figure 68

No remote-/hydraulic-
operated gate valves
were installed on this
10M BOP. The outer
valves should be
remotely operated as
per the API
recommendations for
all rigs operating with
5M or higher BOP
systems.

Figure 69

Shaffer single-ram BOP

completely split open!
Always stay well clear
when testing the BOPs!

Figure 70

BOP components stored

in the snow in sub-zero
conditions.

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Figure 71

This is what can

happen if the well
'comes in' back to the
rig. Anyone has a
shovel?

Figure 72

How do we abandon
the rig now?

Figure 73

BOP in sub-zero
operations. Steam-
heated, but escaping
steam turns into ice.

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2 Annular preventers
2.1 Introduction

What is it?
Annular preventers are a part of the well control equipment integrated in the BOP.

What does it do?

The annular BOPs can seal the annulus of the well, seal around any pipe-casing
or perform a CSO, (emergency only!) if no drill pipe is inside the hole.
The annular BOPs cannot hang-off the drill string.

How much power?

The annular BOPs are rated from 5,000 up to 10,000 psi working pressure. Most
common size is 13⅝” ID on surface BOPs. Some modern rigs are starting to use
18¾” ID surface BOPs

Special features?
Special packing elements are present for different type of mud or temperatures.

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In the drilling industry, most rig crews call any annular preventer a 'Hydril'.
However, as not all cars are Toyotas we will always refer to this equipment
as 'annular preventers'. There are three major manufacturers:
 Shaffer: spherical annular preventers.
 Hydril: annular preventers, types GK, GL, GX and MSP.
 Cameron: annular preventers, types D and DL.

Figure 74 Figure 75 Figure 76

Cameron DL annular Hydril GK annular Shaffer Spherical
preventer. preventer. preventer.

Annular-type preventers employ a ring of reinforced synthetic rubber that

functions as a packing unit and surrounds the wellbore to create a seal-off.
In the full-open position, the inner diameter of the packing unit initially
equals the diameter of the blow-out preventer bore.
A system for squeezing or packing the ring permits the operator to reduce
the diameter until it engages the pipe, tool joint, drill collar, kelly or wire line
that might be inside the preventer. Annular preventers have the ability to
create a pressure shut-off on any shape or diameter present in the hole.
Ram preventers must be equipped with rams to fit the outside diameter of
the drill pipe inside the BOP. Annular preventers are closed by means of
hydraulic pressure but cannot be locked mechanically like ram preventers. In
the event of a kick, it is necessary to rapidly shut in the well.
Since annular preventers can close around any size of pipe, tool joint, etc.,
they are normally the first blow-out preventers that are closed. After the
well has been shut in, and the exact location of the tool joint has been
determined, the correct pipe ram can be closed.
If required, the string will be moved slightly, while the annular preventer
remains closed in order to close a pipe ram on the pipe, and not on the tool
joint. Normally, pipe rams remain closed during the remainder of the well
control operations.
No movement of the pipe is possible when the pipe rams are closed. It is
possible to pull the drill pipe tool joint through a closed annular preventer,
which has reduced closing pressure while maintaining bore pressure control.
It is not possible to pull a tool joint through a closed pipe ram.

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2.2 Principle of annular preventers

Basically, all annular preventers operate in the same way. The hydraulic
closing pressure drives a piston upwards, which forces the sealing element
upwards and inwards, so as to form a seal around the pipe in the hole.

Figure 77 Figure 78 Figure 79

Annular preventer Applying closing pressure, Completely closed,
(Hydril GL) in the the piston is moving the higher the piston
open position. upwards, the large rubber can travel, the less
element is in motion. rubber is left on the
element.

The sealing element is largely composed of a thick elastomer ring enforced

with steel fingers, to supply the elastomer with adequate strength when
closing on the wellbore pressure. The steel fingers also assist with the
relaxation to full bore, and prevent excessive extrusion of the rubber
element.

Figure 80 - Hydril annular preventer element.

Both the inner vertical section and the other section are important for the
proper sealing operations. It is normal to have small pieces of rubber
missing from the tapered inner section, and this does not affect the sealing
of the annular BOP.

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2.3 Stripping through a closed annular BOP

Figure 81 Figure 82 Figure 83

Stripping back to the Tool joint inside the Tool joint passed the
bottom of the well, the element. Notice that the closed element. The fluid
tool joint is now located extra volume (of the tool volume of the stripping
just above the closed joint) of closing fluid has bottle has reached normal
annular BOP element. now shifted into the levels again, the fluid
stripping bottle. The N2 shifts back to the CLOSE
bottle crimped due to the chamber of the annular
higher pressure inside BOP.
the accumulator bottle.

Every time a tool joint passes through the closed annular preventer element
a surge occurs, as the rubber element is compressed by the wider tool joint.
The annular BOP regulator is normally located at least 100 feet away from
the BOPs. Consequently, the annular regulator response is too slow to
protect the annular element from excessive wear. To solve this problem
most rigs (even land rigs) nowadays have installed a surge or stripping
bottle.
When we install a stripping bottle we have to ensure it is installed as close
as possible to the annular preventer. Every time a tool joint passes through
the closed annular preventer, the stripping bottle will compensate for the
fluid increase to prevent too high pressure surges, which can cause rapid
wear of the annular elements.
To perform stripping operations with minimum wear we should use the fol-
lowing procedure:
1. Install a 10-US-gallon surge bottle as close as possible to the annular
BOP.
2. Ensure the stripping bottle is precharged to approximate 400 psi.
3. Reduce the annular BOP closing pressure as low as possible until the
element starts to leak slightly, in order to lubricate and cool the element.
4. File off the tong marks from the tool joints.

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5. Apply grease (no pipe dope as this will damage the element) onto the
tool joints.
6. Reduce the lowering of the drill pipe to approximately 1 foot per second
or, even better, ensure that the annular closing pressure does not rise
more than 100 psi when a tool joint is passing; reduce the stripping
speed if a higher annular preventer closing pressure increase is noted.
7. Do not rotate the string during stripping operations.
An annular preventer can also perform a CSO (complete shut-off). This is
not a standard operation, but can be used in an emergency. The older
elements will normally suffer severely from this operation. When a CSO is
required, the maximum closing pressure must be applied. This means 3,000
psi for the Cameron annular BOPs and the Hydril GX annular BOP, and 1,500
psi for the Hydril GK annular BOP and the Shaffer annular BOPs.

Figure 84 - A Shaffer annular preventer performing a CSO.

During factory acceptance testing (FAT) after repairs, annular preventers

require a CSO test to half the rated working pressure according to the API
standards. New and consequently softer annular preventer elements do not
suffer from this test.

2.4 Hydril annular BOPs

2.5 Hydril GK annular preventers

Figure 85 - Hydril GK annular BOP in the OPEN position and closing

on the drill pipe.

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Figure 86 - Hydril annular BOP closing on a square kelly and

performing a CSO.

2.5.1 Differences between Hydril GK and GL annular preventers

Most surface BOPs are equipped with a Hydril GK annular which have a
simple OPEN and CLOSE circuit.

Figure 87 Figure 88
Cutaway view of Hydril GK Hydril GK control circuit with
preventer. surge bottle.

Sometimes a Hydril GL annular element is present that has three circuits:

OPEN, CLOSE and a SECONDARY circuit. For surface BOPs the secondary
chamber is connected to the OPEN side, the so-called standard hook-up.
Only for subsea applications is the secondary chamber connected to the
CLOSE side, the so-called optional hook-up.

Warning! Never leave a bull plug in the secondary chamber as this will
completely destroy the annular preventer!

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Figure 89 Figure 90
Cutaway view Hydril GL preventer. Hydril GL control circuit with
surge bottles.

Differences between different rubber annular preventer elements

For different applications we can choose out of three different types of
elements. In the figures below you will find the Hydril colour code and
temperature ranges for the three different types of elements. Note that
Shaffer uses different colour codes!

Figure 91 Figure 92 Figure 93

Natural rubber is Nitrile rubber is used Neoprene rubber is used
compounded for drilling with oil-based or oil with oil-based drilling
with water-based drilling additive drilling fluids at fluids at very low
fluids at operating operating temperatures operating temperatures
temperatures between between minus 20°F to between minus 35°F and
minus 30°F to plus 190°F (serial number plus 170°F (serial
225°F (serial number with suffix 'NBR'). number with suffix 'CR').
with suffix 'NR').

Storage conditions for rubber goods on the rig:

1. Preferably in the dark away from any light source, like sunlight or
fluorescent lights.
2. Away from electrical equipment which can produce ozone, like colour
copiers, laser printers or AC motors.
3. Away from large air flow streams coming out from powerful ventilators.
4. Stored in a relaxed and horizontal position without heavy items on top.
5. Away from aggressive solvents and chemicals; the rubbers should not be
covered with petroleum products.
6. Avoid any contact with metals, PVC piping, impregnated wood-like pallets
and other rubber compounds.
7. Stored at a constant temperature between 8 and 20°C.
8. The rubber hardness of the rubber should not increase more than 10
Shore from its original hardness.

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2.6 Cameron annular BOPs

Figure 94 - Cameron BOP: a donut and an element are used to be

changed out as a set.

Cameron annular BOPs differ from the Hydril and Shaffer BOPs as follows:

Cameron Shaffer and Hydril

Not wellbore-assisted. Both are kind of wellbore-assisted.
Minimum closing pressure 1,500 psi Hydril GK closing pressures lie
up to 3,000 psi is allowed. between 800 and 1,500 psi. Shaffer
closing pressures lie between 1,200
and 1,500 psi.
Uses a donut and an element which Only one element is used.
need to be replaced as a set (requires
the same rubber hardness).
Uses less fluid and closes faster. Uses more fluid, closing slower.
Less accumulator capacity required. More accumulator capacity required.
No closing-pressure reduction The Shaffer annular preventer must
required when closing on a larger reduce the closing pressure closing in
casing string. This has to do with the a large casing string to prevent
different fingers of the Cameron indents by the fingers of the element.
element which do not point out at 90 The Hydril GX requires a reduction
degrees toward the centre of the which depends on the size of casing.
annular preventer. The Hydril GK has a “fixed” reduction
for all casing strings.

Figure 95
Shaffer annular element with fingers, which
can cause damage if closed on a large casing
string without using a lower closing pressure.
The Shaffer rubber-element colour code for
Nitrile rubber is blue and for Natural rubber
elements it is red.

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2.7 Annular preventer checklist

 Record the date of the last major overhaul (API RP 53 section 17.10.3).
 Verify that the annular preventer is suitable for H2S operations (NACE 01.75).
 Confirm that a spare element and a complete hydraulic seal kit are present on
the rig site.
 Verify that the rig crew understands the correct method of storing the rubber
seals and rubber elements.
 Verify that all the hydraulic seals are replaced every two years for Hydril and
Cameron annular preventers, and every three years for Shaffer annular BOPs
(OEM requirement).
 Validate that the annular preventer control hoses are at least 1-inch ID
(preferably 1½ inch).
 Verify that a stripping (surge) accumulator bottle (of 11 USG) has been
installed (API RP 53 section 21.2).
 Check the stripping bottle precharge pressure (ca. 400 psi/27.6 bars).
 Verify that the annular preventer elements close within 30 seconds if the ID is
smaller than 18¾ inch, or within 45 seconds if the ID is 18¾ inches or larger.
Note: Elements must relax to full bore within 30 minutes (API Spec 16D [2004]
section 5.1.1).
 Check whether the annular preventer was drifted to check full relaxation after
a pressure test. The element should relax to full bore within 30 minutes.
 Verify that the rig crew understand that Cameron annular preventers require a
3,000-psi (200-bar) operating pressure from the annular preventer regulator.
 Check for any damage to the bore surfaces.
 Verify that the stationary-seal weep holes are open.
 Inspect the condition of the fitted element. Record how long the element has
been in use and how many closures it has made. Was this registered?
 Check the NDT inspection records of the lifting eyes.
 Confirm that no unauthorized welding has been performed on any well
control equipment (API RP 53 section 17.11.7).
 If the rig is using a tapered drill string, the annular preventers need to be
tested to the smallest drill pipe OD in use. This must be verified.

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2.8 Hyperlinked images and drawings from the annular

Stripping drill pipe
preventer checklist presentation

5"

6-5/8"
pressure surges

Figure 96 - Stripping 5-inch drill pipe through the

annular element.

Shaffer Sperical Blow Out Preventer

locking ring
locking segm ents
upper housing

11 gallon
elem ent accum ulator

O PEN
adapter
ring

piston CLO SE
low er housing

Figure 97 - Stripping bottle (accumulator) installation.

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Figure 98

Annular element closed on a

drill pipe.

Figure 99

BOP with stripping bottle.

H y d ril T y p e G K A n n u la r P re v e n te r

V ie u w w ith p a ck in g u n it fu lly o p e n

w e a r p la te 1 1 g a llo n
a ccu m u la to r
p a ck in g
u n it
head
Open

o p e n in g ch a m b e r

C lo se
p isto n

clo sin g ch a m b e r

body

Figure 100

Inappropriate welding on an
G K 1 3 -5 /8 " 5 M A n n u la r B lo w o u t P re v e n te rannular
cap.

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2.9 Annular preventers: photos

Figure 101

Severely corroded BX
ring sealing area on top
of the annular preventer.
The top of the annular
element is important
because in an
emergency we might
have to install either
another annular BOP or
a snubbing unit.

Figure 102

Damaged BX sealing
area on top of the
annular preventer. If
needed, this can be
repaired in situ by a
third-party engineer
using a cold-welding
method.

Figure 103

Damaged and cracked

BX sealing area.

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Figure 104

Annular element closing

on an open hole by
means of a CSO
(complete shut-off).
This practice is not
recommended except in
an emergency situation
as it can severely
overstress and damage
the (older) element.

Figure 105

Annular element closing

on the drill pipe.

Figure 106

Shaffer annular
preventer element not
relaxing to full bore
within 30 minutes.

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Figure 107

Hydril annular element

showing no abnormal
wear; it can be reused.

Figure 108

Cameron annular
element in dire need of
replacement after having
endured a prolonged
stripping operation.

Figure 109

A Cameron element not

relaxing to full bore.

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Figure 110

Shaffer annular preventer

element not relaxing to
full bore. What was the
shelf life of this element?
A new element needs to
be installed.

Figure 111

Element is worn way

beyond an acceptable
level. It is no longer able
to provide protection to
the bore.

Figure 112

Bottom section of the

element is missing, most
likely caused by relaxing
problems. This element
was damaged after
retrieving the test tool and
completing the testing of
the BOPs.

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Figure 113

Bottom of a Shaffer
element tested to the
point of destruction.
API recommends
testing the annular
element periodically
only to 70% of the
working pressure. Only
during an acceptance
test do we test the
annular BOP to its full
working pressure.

Figure 114

Cameron element and

donut, which needs to
be changed as one set.
Even when the donut
does not show any
obvious damage it still
needs be renewed, to
ensure that the element
and donut have the
same rubber hardness
in order to prevent
relaxation problems.

Figure 115

When testing the

hydraulic circuits of this
annular preventer,
significant leaks were
observed from the close
to the open side. The
circuits of Hydril GK and
Shaffer preventers are
tested to 1,500 psi; the
circuits of the Cameron
annular BOPs need to
be tested to 3,000 psi.

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Figure 116

Improper storage of the

annular preventer
element. It is not
protected from sunlight
or fluorescent light, and
the element is
becoming egg-shaped
because of the weight
pressing on it.

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3 Gate valves
3.1 Introduction

What is it?
Gate valves are a part of the well control equipment integrated in the choke and
kill lines of the BOPs.

What does it do?

The gate valves can seal off the choke and kill valve outlets on the BOPs.
On each outlet there is normally one remote operated gate valve and one manual
operated gate valve installed.

How much power?

The gate valves on the BOPs are rated from 5,000 up to 15,000 psi working
pressure. Most common size is 3⅛” ID on surface BOPs.

Special features?
Remote or manual-operated gate valves are used. Some rigs also use check
valves in the kill line.

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3.2 Gate valves checklist

 Record the date of the last five-yearly major service (API RP 53 section
17.10.3).
 Verify that the five-yearly service includes the hydraulically-operated
actuators of the gate valves.
 Check that the hydraulically-operated gate valves are installed on the outside
from the BOP. On the inside of the BOP the manually operated gate valves
should be installed.
 The manually-operated gate valves should be in the normally open position
and the hydraulically-operated gate valves in the normally closed position.
 Verify that the crew uses only OEM-recommended grease for the gate valves
bodies.
 The gate valves should be greased every week or every ten cycles.
 Verify that the gate valve handles are colour-coded and that all the valve
handles are present.
 The hydraulically-operated gate valves require valve handles to allow a
mechanical over-ride for closing the gate valves manually.
 Verify that there are sufficient spare gate valves, of the sizes in use, available
at the rig site.
 Confirm that the gate valves are trimmed for H 2S. All gate valves should have
a DD-rating or higher.
 If fitted, check the internal condition of all the check valves (non-return
valves) in the kill line.
 Verify that the choke line internal diameter is at least 3 inches.
 Make sure all the gate valve grease nipples have their protective caps
installed.
 Verify that the gate valves on the BOP have the same pressure and
temperature rating as the ram BOPs.
 Ensure that the grease in use is applicable for the expected operational
temperature and the BOP fluids in use.

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3.3 Hyperlinked images and drawings from the gate valve

checklist presentation

Figure 117 - Gate valve.

Figure 118 - Gate and check valve arrangement.

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3.4 Gate valves: photos and drawings

Figure 119
Choke outlet.

The hydraulic-operated
gate valve is a balanced
valve: both the hand
wheels of the manual- and
hydraulic-operated gate
valves are missing. The
hydraulic-operated gate
valve is installed on the
outside and the manual-
operated gate valve on the
inside of the outlet, which
is as per API standards. Do
you spot another very
unsafe practice here?

Figure 120
Unauthorized welding
of the direction arrow.

This check valve housing

must be replaced
immediately. API permits
replacing the check valve
for a more reliable gate
valve.

Figure 121
BX seal ring area.

All the studs are severely

corroded.

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Figure 122
Gate valve stripped for
inspection.

Both the gate and the body

bushings need to be
renewed.

Figure 123 - Gate.

The gate is corroded. It

needs to be replaced.

Figure 124
Check valve in very
poor condition.

The valve is stuck and the

spring assembly is
missing. API allows the rig
owner to replace the non-
return valves with a gate
valve, which is much more
reliable and resistant to
the aggressive mud or
brines than the check
valves.

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Figure 125

Hydraulic gate valve

actuator with the 1-inch
control hoses in very poor
condition. The fire-resistant
layer cannot be adequately
protected by the damaged
stainless-steel harness.

Figure 126 - Unbalanced and balanced valve.

Here we show the difference between an unbalanced gate valve (left-hand

picture) and a balanced valve (right-hand picture). The balanced gate valve
has a balanced stem which is installed at the bottom of the gate to equalize
the in-line pressure. The balanced gate valve will close much easier when
there is pressure inside the lines. Consequently, the hand wheels installed on
the balanced gate valves are often much smaller than the hand wheels
installed on the unbalanced gate valves.

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4 Choke and kill manifold

4.1 Introduction

What is it?
On some land rigs, a simple choke manifold is installed; on modern land rigs and
MODUS a selection of gate valves integrated in a manifold called the choke and
kill manifold is present. Both manifolds are accompanied by a mud gas separator
and vent lines.

What does it do?

Upstream the chokes, the manifold is connected to the BOPs, downstream the
chokes, there are vent lines installed routed to the mud gas separator and to the
flare pit on land rigs or routed to overboard on MODUs.

How much power?

The 3⅛”gate valves and piping upstream the chokes can be rated from 5,000 up
to 15,000 psi, downstream the chokes the valves and piping is frequently lower
pressure rated.

Special features?
All gate valves upstream the chokes must have the same pressure and
temperature rating as the ram BOPs, downstream the chokes the valves and
piping must be resistant to low temperatures.

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Figure 127 - Modern choke and kill manifold made by Cameron.

Looking at the drawing above, we can make a few remarks. Two manual
chokes and two remote chokes are installed. The buffer tank is divided into
two sections. The high-pressure vent line is not present.
The choke and kill manifold on MODUs, or the choke manifold on land rigs, is
installed to circulate the kick or influx out while maintaining a constant
pressure on the casing. If the chokes are opened too far, the pressure in the
casing will drop and this will increase the influx of the kick. If the chokes are
not opened far enough, the pressure of the casing might rise too high, and
the formation at the casing shoe might fracture. This might cause an
external blow-out outside the casing.

An external blow-out on land rigs means RUN to safety!

An external blow-out on MODUs means SWIM to safety!

There are three different types of chokes:

1. The remote choke, which is operated from the remote choke panel at
the doghouse of the Driller. Some people call these chokes 'auto-
chokes', as in the past these chokes could be used as an automatic
function.
2. The manual choke, which is only used if the remote chokes are not
operational or if certain lines are plugged. The manual choke can only be
operated at the choke manifold itself.
3. The positive choke, which is a non-adjustable fixed choke where only
orifices with a different flow capacity (also known as 'Beans') can be
changed.

Note: None of the chokes require sealing the pressure 100%, but they must
hold a backpressure on the casing, while passing fluid. None of these chokes
need to be pressure-tested for 100% sealing during the routine tests. Both
the OEM and the API standards specifically mention not to seal test the
chokes.

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Figure 128 Figure 129

Cameron remote choke. The Cameron remote choke is
operated hydraulically.
The choke position indication is
pneumatically-controlled. The tip is
made of solid tungsten carbide,
which is very hard steel, although
we sometimes find the tips cracked.

Figure 130 Figure 131

Cameron manual choke. Cameron manual choke (cut-
away).
The tip of the choke is not solid, but
a tungsten carbide cover is soldered
on the tip. Sometimes this cover
comes loose.

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Figure 132 - Positive choke shown with an orifice installed.

The orifices are called 'Beans' named after his their inventor, John Bean.
These positive-displacement chokes are unable to hold pressure.

Figure 133 - Cameron FLS valve (complete assembly).

There are different pressure ratings for these valves. The valves up to a
10,000-psi working pressure (10M) will have grease nipples installed, with
NPT threaded fittings connected to the valve body. This means that there
might be contact between the NPT threads and the (aggressive) drilling
fluids. The grease nipples of the valves above 10M have so-called 'auto-
clave' type grease fittings installed, where the fitting seals on a seat instead
of the threads. There will be no contact between the mud and the threads.
Regardless of the type of grease nipple installed, it is a very good practice to
cycle the valves before removing the grease caps, in order to remove any

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trapped pressure from the body. Next, we have to train the rig personnel not
to stand in front of the grease fittings, when they remove these caps.

Figure 134 Figure 135

NPT threaded grease nipple Autoclave nipple (15M).
(10M).

The grease nipples can also be used to vent the pressure from the body
using pins to lift the balls of the check valves. The valves upstream the
chokes (seen from the BOP up to the chokes) must have the same pressure
rating as the ram BOPs (API Spec 16C). For the valves downstream the
chokes (seen from the chokes venting to the mud/gas separator or to the
overboard/flare pit), there is no pressure rating but a temperature rating.
Due to possible excessive expansion of the gas from the kick straight after
the chokes, a severe temperature drop is very likely since expansion
requires a lot of heat. So, the valves downstream the chokes have a special
temperature rating and an API Spec 6A temperature code.

Temperature tables for valves as per API Spec 6A

Temperature Operating range

Classification (degrees Fahrenheit)
K -75 to 180
L -50 to 180
P -20 to 180
S 0 to 150
T 0 to 180
U 0 to 250
V 35 to 250
X 0 to 350
Y 0 to 650
X and Y: See API Spec 6A Appendix G

Note: A combination from these classifications is also possible. For instance

a P+U rated gate valve can handle from -20 up to 250 degrees Fahrenheit.

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4.1.1 Standard valve trim materials

API Material Service Application Partial Pressure

Class (psi)
CO2 H2S
AA - General General service. Non-corrosive oil <7 <.05
and gas applications, such as
manifolds and Christmas trees.
BB - General General service oil and gas 7 to 30 <.05
(Low CO2) applications, where resistance to
weight loss corrosion is required
due to the CO2 condition.
CC - General General service oil and gas >30 <0.05
(High CO2) applications, when resistance to
weight loss corrosion is required
due to the CO2 conditions.
DD - Sour service General service sour oil and gas <7 >.05
application, where resistance to
sulphide stress cracking is required
due to the H2S conditions.
EE - Sour service Extreme sour oil and gas 7 to 30 >.05
(Low CO2) applications, where resistance to
both the sulphide stress cracking
and weight loss corrosion are
required due to the H2S and CO2
conditions.
FF - Sour service Extreme sour oil and gas >30 >.05
(Medium CO2) applications, where resistance to
both the sulphide stress cracking
and weight loss corrosion are
required due to the H2S and CO2
conditions.
HH - Sour service Most extreme service applications, >30 >.05
(High CO2) when high concentrations of H2S,
CO2 and chlorides are present.

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4.1.2 Material classification

We can use this chart to determine the actual material based on the
materials classification.

API Spec 6A Body and Stem Gate Seat

material bonnet material material/ material
Classification material coating coating coating
AA - General Low alloy AISI 41XX AISI 41XX AISI 41XX
service steel Nitrided Nitrided Nitrided
Non-corrosive
BB - General Low alloy AISI 410 SST AISI 410 SST Stellite TM 3
service steel Nitrided Chrome-plated
Slightly
corrosive
CC - General AISI 410 AISI 410 SST AISI 410 STT Stellite TM 3
service Stainless Nitrided Chrome-plated
Highly steel
corrosive
DD - Sour Low alloy AISI 41XX AISI 41XX Stellite TM 3
service steel Nickel-plated Hard-faced
Non-corrosive
EE - Sour Low alloy AISI 410 SST AISI 410 SST Stellite TM 3
service steel Nitrided Hard-faced
Slightly
corrosive
FF - Sour AISI 410 AISI 410 SST AISI 410 SST Stellite TM 3
service Stainless Nitrided Hard-faced
Moderate steel
corrosive
HH - Sour Low alloy Alloy 718 Alloy 718 Stellite TM 3
service Cad w/alloy Hard-faced
Highly 625 or solid
corrosive alloy 718

Grease specifications formCameron valves

Service Part number

Service Temperatures (25 lbs tins)
Standard -20 to 250°F 700668
Low temperature -20 to 250°F 700672
Low temperature -75 to 350°F 711027-02
Diesel-resistant -20 to 350°F 713837-02
High temperature -20 to 500°F 710194-02
Source: Cameron EB 693G

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Conclusion
The above tables will provide us with the codes used on the gate valves, for
what purpose or what temperature rating these valves are purposely built
for. For all MODUs or if the land rig is operating in a H2S zone, the code for
the valves should be DD or higher. Even on existing rigs, if the well
conditions change or the rig is upgraded to high-temperature operations, we
have to consider whether we should order special grease that is fit for
purpose.
The piping of the choke and kill manifold must not have sharp bends or
elbows installed. Due to the increasing speed of the mud in sharp elbows,
the gas bubbles are compressed until they implode. The kinetic energy from
the inside of the bubbles will attack the wall of the pipe, which we call
(cavitation) erosion. The standard 90-degree elbows for piping is only 1.5
times the diameter, which is not allowed for choke or kill lines.

Note: API recognized this problem, and in their standards, the minimum
radius of 90-degree elbows in the piping of the choke and kill lines must be
at least 10 times the nominal diameter of the pipe in use, both upstream
and downstream the chokes.

As the 10 times the nominal diameter requirement is not very practical,

target blocks are often installed. At the blind flanges of these targets lead
plugs are installed, whose purpose it is to absorb the kinetic energy of the
gas bubbles, thus preventing erosion of the walls of the piping.

Figure 136 - Sharps bends in the piping can

suffer from excessive cavitation
erosion.

Figure 137 - Lead plug for inspection; the lead

is absorbing the kinetic energy
form the imploding gas bubbles.

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Clearly visible is the impact of the implosions in the lead. The lead is doing
what it is designed for!
Sometimes there are small air pockets behind the lead plugs. During
pressure testing through very small channels, a pressure build-up behind the
lead plugs is possible. Next, the pressure is rapidly vented and the trapped
pressure pushes the lead plugs out. The solution to this problem is not to
remove the lead plugs and thus loose their absorption capacity, but to drill a
few ¼ inch holes in the lead to vent any trapped pressure.

Figure 138 - Lead plugs might be pushed out due to trapped

pressure.

Drill two or three ¼-inch pressure-equalizing holes in the lead plug (not in
the flange) to prevent the lead plugs from 'travelling' through the system.
Sometimes fluid target blocks are installed which have a large recess in the
special designed flanges. The recess must at least have the same depth as
the ID of the piping. Some rig owners remove the lead plugs from the
standard target blocks and call their target blocks now fluid targets. We have
to make sure the recess on the flanges is deep enough. Removing the lead
from a standard target flange will not automatically make it a fluid target.

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4.2 Choke and kill manifold checklist

Note: Land rigs normally have only a choke manifold and MODUs often have
a choke and kill manifold. For this course we will use the term “choke and
kill manifold” for both instances.
 Record the date of the last service performed on the gate valves and chokes
(API RP 53 section 17.10.3).
 Verify that the pressure and temperature rating of the valves and piping
upstream the chokes is the same as that for the ram preventers (API RP 53
section 8.2).
 Check that no NPT threaded connections larger than 2 inches are installed, if
the maximum working pressure is 3,000 psi/200 bars or higher (API RP 53
sections 8.2.b and 10.2.1b).
 Be aware that for choke and kill systems with a working pressure above 10M
no NPT threaded fittings of any size are allowed.
 Ensure that there is an unrestricted high-pressure vent line installed in the
choke and kill manifold, that it is routed to the flare pit on land rigs or directly
overboard on MODUs (API RP 53 section 8.2).
 Inspect the last wall thickness measurement records. Verify that the observed
wall thickness is at least 87.5% of the original wall thickness (API RP 574).
 Examine the records of the last visual internal inspections of the chokes and
its components (API RP 53 section 8.4).
 Check the certification for flexible hoses and verify that boroscopic
inspections have been carried out as recommended by the OEM.
 Verify that the targets blocks are installed, or that the 90-degree elbow bend
radius R is more than 10 times the nominal diameter of the piping (API RP 53
section 8.3.1).
 Verify that the buffer tank is separated into two sections (API RP 53 section
8.2) in order to continue the operation in case of a blockage or a leak.
 Check the most recent pressure test records of the choke and kill manifold.
 Verify that the remote choke control unit is located on the drill floor close to
the driller’s doghouse.
 Verify that all the gate valve bodies are numbered and that the gate valve
handles are colour-coded on the choke and kill manifold. Normally closed
valves in drilling mode have black colour-coded handles and normally open
gate valves in drilling mode have white or yellow colour-coded handles.
 Confirm that the remote-operated choke takes circa 25 seconds (ModuSpec’s
minimum) or 30 seconds (API’s maximum) to cycle from open to fully close or
vice versa.
 Check that only heavy-duty pressure gauges with flanged connections are
fitted to the manifold in view of the manual choke actuator(s).
 Check that the rig accommodates an emergency air receiver or a N2 bottle
circuit with regulators, which can be connected to the remote choke panel
(API RP 53 section 8.2.k).
 Inspect the calibration period for the pressure gauges in use, calibrated
within 1% of the gauge’s pressure range (API RP 53 section 12.5.3.g).
 Check that the remote choke control panel has a range of low-pressure
gauges installed to monitor the low-pressure kicks better.

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 Confirm that the pressure-equalizing holes are drilled in all the lead targets
plugs, if fitted.
 If installed, inspect the internal condition of the check valves (API RP 53
section 8.4).
 Verify that there are temperature sensors installed for high-temperature (HT)
applications on the BOP choke outlet and upstream the chokes on the choke
and kill manifold to measure high temperatures, and on the buffer tank and
the mud/gas separator to measure low temperatures.
 Verify that there is a glycol mono-ethylene injection unit present for HP/HT
wells with sufficient spare antifreeze spare in the vicinity of the injection unit
itself.
 Ensure the antifreeze injection points are installed upstream the chokes in
the choke and kill manifold.
 Verify that there is sufficient spare antifreeze present.
 Verify that the crew is aware of the danger of switching FMC chiksan
couplings 602 and 1502.

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4.3 Hyperlinked images and drawings from the choke and kill
manifold checklist presentation

direct overboard
to poor-boy
degasser

to trip tank
buffer tank buffer tank
vent to derrick

wear sleeve wear sleeve wear sleeve wear sleeve

manual remote manual

choke choke choke

sensor sensor

Choke Kill line

line from from
stand-pipe cement
manifold manifold

Figure 139 - Schematic of a choke and kill manifold.

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Low Pressure G auges for Rem ote Choke Unit

0-500 psi 0-1000 psi 0-3,000 psi 0-5,000psi

15k 15K 15K 15K

Figure 140 - Installation of a low-pressure gauge manifold to

monitor low-pressure kicks better.

Figure 141

Typical choke and kill

manifold arrangement on
a MODU.

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Figure 142

Internal borescope shot

of Coflexip hose liner
showing severe damage.

Figure 143

Modern arrangement of a
choke and kill manifold.

Figure 144

Cameron remote-
operated choke valve.

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Figure 145

Typical land rig choke control panel.

Figure 146

Lead target removed for inspection.

Figure 147 - Glycol injection unit.

To prevent the forming of ice due to extreme gas expansion glycol is injected
upstream the chokes.

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4.4 Choke and kill manifold: photos and drawings

Figure 148

Choke manifold with a

single buffer tank, which
is not in compliance with
the API RP 53 standards.
We must be able to
isolate a blockage or a
leak, and to continue our
operation.

Figure 149

The radius of the bends

in the piping of the choke
manifold should be at
least 10 times the
nominal diameter of the
piping to prevent
erosion. This radius is
only 1.5 times the
diameter of the pipe and
is therefore not allowed
here, not even if a
heavy-wall 90-degree
elbow is installed.

Figure 150

New choke manifold for a

land rig under
construction;
unfortunately, only a
single buffer tank has
been installed.

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Figure 151

Choke valve components

showing severe scoring
on the seal rings. The
sharp corners of the slot
of the valve body have
proved to be very
vulnerable to H2S. These
valves were declared
obsolete in the mid
1980s, but they are still
present on certain rigs.

Figure 152

The valve gates must be

spotless, as they seal
steel-to-steel with high
pressures. The black
arrows indicate the areas
where small leaks in the
past made a small
impression on the gates.

Figure 153

Checking the stroke

adjustment of the gate.
The slots of the gates
must be precisely lined
up with the piping ID,
otherwise a very rapid
washout will be the
result.

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Figure 154

Weekly greasing is
necessary. Ensure that
the valves are cycled first
to remove any trapped
pressure in the body.
Only OEM-recommended
grease must be used. Do
not operate the valves
when the grease is
pumped inside the valve.
Most valves need to be
greased in the fully open
position, with the
exception of T3 gate
valves.

Figure 155

Check valves require very

frequent maintenance, as
they are not reliable with
abrasive mud and
chemicals. Due to the
very low reliability of the
check valves exposed to
abrasive drilling fluids,
the installation of a
standard gate valve could
be considered.

Figure 156

Poor internal parts of the

kill line check valves are
not an exception we
notice during our
surveys.

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Figure 157

The NPT threaded grease

nipple is rated to
maximum 10M. This NPR
threaded fitting seals on
the tapered thread, which
need sealant or tape to
seal. The fitting needs to
be made up rather tight
to seal. There is direct
contact between the
mud/ brine and the NPT
threads.

Figure 158

Autoclave-type fitting for

all systems above 10,000
psi maximum working
pressure. This type of
fitting seals on the seat.
The threads do not
require any sealant or
tape. This fitting must
not be over-tightened.
There is no direct contact
between the mud/brine
and the threads.

Figure 159

Refrain from using NPT

threaded fittings over 2
inches and over 3,000-psi
working pressures.

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Figure 160
Three-inch NPT
threaded bull plug.

A recipe for a serious

accident.

Figure 161

Too short-radius 90-

degree elbows and
severely corroded studs on
the flanges have made
this section a severe
safety hazard.

Figure 162

Lead or fluid target

flanges installed to
reduce the bend radius.

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Figure 163
Blind flange with the
lead plug.

Equalizing holes should

be drilled in plug.

Figure 164
Lead plug has been
removed.

This is only a fluid target

if the recess depth is
equal or longer than the
pipe ID.

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Figure 165

On the outside the pipes are

painted red.

Figure 166

A sharp bend and severe

corrosion creating a very
unsafe situation on this kill
line. When was the last wall
thickness measurement
performed?

Figure 167
Incorrect welding
practices.

Welding over NPT threaded

connections makes things
downright dangerous. We
must scrap this
arrangement.

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Figure 168
Remote choke with a crack in
the tip.

This crack was not clearly visible

when the tip of the choke was still
in the open position.

Figure 169

After fully opening up this remote

choke, the cracked pin fell into
three pieces!

Figure 170
Replaceable parts for the choke
valve.

The tungsten carbide tip is soldered

onto the valve; it sometimes comes
loose and starts to travel through
the system. Special Cameron
instructions are required to
reconnect this tip.

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Figure 171
Swaco remote choke panel.

Despite the presence of the hand

pump this panel still needs
emergency air to maintain its choke
position indication.

Figure 172 - Fully digital panel.

There are API standards for the size

and brightness of these digital
displays.

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Figure 173
Diagram of air back-
up system using a
dedicated APV.

Figure 174
Diagram of nitrogen
back-up system.

The two bottles of

nitrogen in this picture
may not be necessary;
one bottle would usually
suffice.

Figure 175

This will be a long list of

deficiencies with this
choke manifold.

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Figure 176
Gauges larger than 2 inches
must be flanged.

There should be no direct

contact between the threads of
the pressure gauge and the
fluid.

Figure 177
A common shackle pin
welded in a 15M union to act
as a blind plug.

This is a foolish thing to do. This

crew has really underestimated
the dangers of high pressures!

Figure 178
Home-made crossover
welding the NPT threads.

It is extremely dangerous to
fabricate home-made equipment
for high-pressure equipment.

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Figure 179
Cut-away view of the
home-made/ home-
welded crossover.

Figure 180
The FMC couplings are
easily mixed.

Be aware of the
potentially fatal
combinations.

Figure 181
Types 602 and 1502
couplings rated at 6M
or 15M.

Figure 182
Clear evidence of a
mismatch.

These mismatches are

known to have caused
fatalities.

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Figure 183
More mismatches.

Easy to see from the

inside but not from the
outside, so be aware of
the danger!

Figure 184
Rilsan and Coflon.

Coflexip hose's external

construction with two
internal linings: Rilsan
and Coflon. Rilsan is a
standard-temperature
hose for temperatures up
to 100°C. Coflon is a
high-temperature hose
for temperatures to
130°C. Coflon is much
more resistant to heavy
brines and acids, which
will damage the Rilsan
hose even at low
temperatures.

Figure 185
Coflexip hose internal
construction.

Notice that the fire-

resistant layer is optional
and needs to be specified
when ordering a new
hose.

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Figure 186
Minimum bend radius
(MBR) for the Coflexip
hose.

Rule of thumb: the MBR

is approximately 12 times
the OD of the Coflexip
hose.

Figure 187
Testing of Coflexip
hoses.

Coflexip hoses need to be

sent back to the OEM
every year to test that
the MBR is still correct,
and to undergo a
borescopic inspection to
check the condition of the
internal lining. API
recommends following
the OEM instructions.

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5 BOP HPU
5.1 Introduction

What is it?
The BOP HPU (Hydraulic Power Unit) - a set of accumulator bottles and hydraulic
pumps.

What does it do?

The BOP HPU stores hydraulic power in the accumulator bottles and provides
pump capacity to keep the accumulator system under pressure. The HPU
provides control valves to select different functions of the BOP equipment.

How much power?

The operating pressure of the BOP HPU is most of the times 3,000 psi, modern
HPU systems operate with 5,000 psi for the shear rams circuits.

Special features?
The amount of electric and pneumatic-driven hydraulic pumps and accumulators
depend on the size and pressure rating of the ram and annular BOPs.

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Figure 188 - Modern hydraulic power unit for a surface BOP.

1 Rig air supply connection

2 Oil mister air supply air pumps
3 By-pass valve pump governor
4 Pump governor air pumps
5 Isolation valves air pumps
6 Air pump drive
7 Suction valve air pumps
8 Section strainer air pumps
9 Check valve air pump discharge
10 Triplex pump (electrically-driven)
11 Electro-hydraulic switch triplex pump
12 Start-stop station triplex pump
13 Suction valve triplex pump
14 Suction strainer triplex pump
15 Check valve triplex pump discharge
16 Isolation valve accumulator bottles
17 Accumulator bottles
18 Relief valve accumulator circuit
19 Strainers (to protect the regulators)
20 Manifold regulator-manually operated
21 Check valve exhaust manifold circuit
22 Control valves

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23 By-pass valve
24 Regulator for shear ram supply
25 Dump valve vent accumulator circuit
26 Three-way valve air annular regulator
27 Annular BOP regulator remote operated
28 Accumulator pressure gauge
29 Manifold pressure gauge
30 Annular BOP pressure gauge
31 Pressure sensor accumulator pressure
32 Pressure sensor manifold pressure
33 Pressure sensor annular BOP pressure
34 Oil mister air supply air regulators
35 Air regulator annular regulator
36 Air regulator annular pressure sensor
37 Air regulator accumulator pressure sensor
38 Air regulator manifold pressure sensor
39 Air junction box
40 Sight-glass
41 Tank inspection cover
41 Manipulator valve
43 Check valve
44 Relief valve
45 Connection for the supply auxiliary circuit
46 Vent line

The BOP HPU (hydraulic power unit) consists of three hydraulic circuits:
1. The accumulator circuit
2. The manifold circuit
3. The annular BOP circuit
The accumulator circuit pressure is 3,000 psi for most rigs. This circuit feeds
both the manifold and the annular BOP circuit. The manifold circuit is
normally regulated down to 1,500 psi. On most rigs the regulator for this
circuit is a manual regulator without a remote function. Several modern rigs
have made this manifold regulator remotely controlled as well - this is a
great help in case a drill string has to be hung off. The rams and the choke
and kill HCR valves are connected to the manifold circuit.
The annular preventer circuit is regulated down from 800 to 1,500 psi,
depending on the type of annular preventer that is installed. The regulator
for the annular preventer must be remotely operated from at least two
remote-operated stations. Only the annular preventer is connected to the
annular BOP circuit.
On the manifold a bypass valve is installed, that can bypass the manifold
regulator to create 3,000 psi on the complete manifold system, in case
shearing operations are required, or extra pressure is required for the pipe
rams to seal better. On this modern manifold this is not the case, as the
shear blind rams have their own independent regulator installed. This is an
extra facility which is not required by the standards, but it is a very good
drilling practice.
The HPU has two independent pump systems for the BOP HPU: one or two
electric-driven triplex pumps and two or three air-operated pumps. The

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triplex pumps must start at 90% of the working pressure, which is 2,700 psi.
As it has a much higher capacity, the triplex pump will start first. The triplex
pumps will kick out at 3,000 psi. The start/stop function is controlled by an
electric-hydraulic switch.

Figure 189 - The triplex pump is a positive-displacement pump.

This means that it will positively discharge liquid from the suction source to
the discharge, regardless of the discharge pressure involved.

Figure 190

The electric-hydraulic
switch that starts/stops
the triplex pumps
contains mini-switches to
change its setting. The
threads of the cover are
EXd; the setting can be
adjusted without taking
off the cover.

The air-driven pumps must start at 85% of their working pressure, which is
2,550 psi. The air pumps normally will kick out at 2,850 psi. The start/stop
function of these pumps is controlled by the pneumatic pump governor.

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Figure 191 - Modern NOV Shaffer air pump set-up.

Both the air pumps and the triplex pumps have check valves installed in the
discharge lines to prevent fluid from flowing back from the accumulator
bottles to the mixture/storage tank. With this set-up another type of pump
governor is used. Most older and surface BOP HPUs use pump governors.

Figure 192
Pump governor which controls the
start/stop function of the air pumps.

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For different pressure ranges springs of different strength are available.

Figure 193 - Conventional HPU with an old-fashioned AKR-type

regulator for the annular preventer circuit.

This schematic provides a clear indication of the different air and hydraulic
circuits.
The surface BOP HPU set-up:
MWP: 3,000- or 5,000-psi accumulator pressure

Regulated pressure: 1,500-psi manifold pressure

Rig air pressure: maximum 120 ps

Suction section of the hydraulic fluid

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5.1.1 Accumulator bottles

Most accumulator systems for the surface BOPs have a working pressure of
3,000 psi. Some independent operating high-pressure shear circuits work
with 5,000-psi accumulator bottles. The accumulator bottles are precharged
with an inert gas (nitrogen) to provide a 'constant' pressure and to drive out
the hydraulic fluid quickly.
There are four different types of accumulators available:
1. the bag-type accumulator (normally 11-US-gallon bottles are installed)
2. the float-type accumulator preventer (varying from 15 to 85 US gallons)
3. the spherical-type accumulator (normally containing either a bag or a
float of 85 US gallons)
4. the piston-type accumulator, which comes in various sizes

Figure 194 - Shaffer bladder-type accumulator.

The Shaffer bladder-type accumulator is normally precharged to one third of

the working pressure or 1,000 psi with conventional surface BOPs.
Accumulator bottles are pressure vessels and should be hydrostatically-
tested at least every ten years as per API standards.

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Figure 195 - Cameron float-type accumulators.

Cameron float-type accumulators are precharged from the bottom. Cameron

supplies the float-type accumulator bottles in four sizes: 15, 20 35 and 85
US-gallon accumulator bottles.

Figure 196 – Spherical-type accumulator with a bladder.

The disadvantage of spherical accumulator bottles is that they are very

large; if one accumulator fails, a lot of capacity will be lost at once.

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Figure 197 – Piston-type accumulator.

Piston-type accumulators are normally used in compensating systems on

floating rigs, to separate the high-pressure air or nitrogen from the high-
pressure oil. A piston-type accumulator system is used when we want to be
absolutely certain that the two systems are adequately separated.

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5.1.2 Regulators
We need regulators to reduce the accumulator pressure into the pressure for
our other two main circuits, the annular BOP circuit and the manifold circuit,
which connect the rams and the hydraulic-operated gate valves. There are
four types of regulators available:
1. Air-operated regulators called AKRs (air Koomey regulators), which are
remotely-operated from the remote panels. AKRs are installed on the
annular BOP circuit.
2. Manual-operated regulators called MKRs (manual Koomey regulators),
which are normally installed at the manifold circuit.
3. The air-operated regulator with an air motor called TR (true reading)
regulator, which is installed on modern HPUs for the annular BOP circuit.
Sometimes we name these AMKR (air motor Koomey regulator).
4. The hydraulically-operated regulators called HKRs (hydraulic Koomey
regulators), which we normally install in the subsea pods for subsea BOP
control circuits.

Situation A Situation B
Figure 198 Figure 199
Cameron manual regulator. Manual regulator.

In situation A of Figure 199, the supply is open and the outlet pressure will
increase. In situation B, the vent is open and the outward pressure will
decline as the regulator starts to vent.

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Figure 200 - Figure 201 - Figure 202 -

Situation A Situation B Situation C

Situation A
The AKR is in the overbalanced position. The slide valve is in its lowest
position forced by the higher air pressure on the diaphragm. The input and
output ports are fully open to deliver maximum output pressure.

Situation B
The AKR is in the pressure-balanced position. There is a pressure balance
with all three ports closed. Any variation in the output pressure will either
open the supply port if the output pressure is too low, or the discharge port
when the output pressure is too high.

Situation C
When air pressure is lost the inlet hydraulic pressure will be blocked and the
output hydraulic pressure will push the slide up venting the output hydraulic
pressure to zero psi. Consequently the pressure to the annular preventer
open and close circuit will vent to zero psi. If the annular preventer was
closed due to a well control situation, then it will now open up and a blow-
out is the result.

Figure 203 Figure 204

TR regulator installed on the The TR regulator is a failsafe-type
surface HPU. regulator when air pressure is lost.

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Figure 205 - HKR used mostly on subsea pods.

5.1.3 Control valves

Figure 206 - Two different ways to use control valves.

There are two different ways to use control valves: either manipulator-type
valves on the subsea BOP control panels, or selector-type valves used on the
surface BOP HPU systems. You cannot see the difference from the outside;
only the inserts are different.
On the HPU panels for the surface rigs we use manipulator valves, which
means that their output is isolated and still pressurized, when these valves
are put in the block or middle position. The selector valves must not be
installed in the block position unless PM is done on the system. Beware of
trapped pressure. The control valves on the subsea BOP HPUs and on the
diverter panels are manipulator valves, which vent their outlets in the block
position.

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5.1.4 Remote-control panels

Figure 207 - Old-fashioned driller's panel.

The disadvantage of the panel depicted above is that no valve position

indication is provided. This means that the Driller does not know for certain
the position of the BOP components. Most rigs use home-made labels to
indicate the latest operation of the BOP. This system generates human error
on a large scale!

Figure 208 - Modern driller's panel.

For all surface BOPs on MODUs, and on most modern land rigs, the old-
fashioned panels have been replaced for the electro-pneumatic panels. This
panel provides a valve position indication, so the Driller knows exactly what
the position of the BOP components is.

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5.2 BOP HPU checklist

 Record the date of the last accumulator capacity test as per API RP 53
section 17.7.1 and API Spec 16D (2005) sections 5.1.2 and 5.1.4.
 Confirm that the BOP HPU is divided into four equal banks with isolation and
drain valves on the accumulator bottles or racks (API Spec 16D section
[Link]).
 Ensure that only AMKR-type regulators are used for the annular preventer
circuit. Remember that AKR-type regulators are no longer acceptable.
 Verify that the accumulator precharge pressure is at least 1,000 psi/69 bars
for 3M accumulator systems.
 On MODUs check that the following alarms are present (API Spec 16D section
[Link].g.g):
o accumulator low-pressure alarm
o rig air low-pressure alarm
o emergency power (batteries) engaged
o pump-running indication
 Verify that the accumulator bottles are hydrostatically-tested at least every
ten years (API 510 section 6.5 and API Spec 16D section [Link]).
 Verify the BOP HPU unit is located in a safe area as per API RP 53 (1997) 12.7
(i.e. not on the drill floor).
 Verify that the lead triplex pump starts pumping at 2,700 psi/186 bars (90% of
the WP), and stops pumping at 3,000 psi/205 bars.
 Verify that the air pumps start at 2,550 psi/170 bars or 85% of the working
pressure.
 Verify that there is an emergency air back-up system fitted so the crew can
maintain the remote operation of the BOPs even in a black-out situation (API
Spec 16D section 5.8.5).
 If electrically-operated, verify that the system has a battery back-up system
for the remote-control panels and the solenoid valves on the HPU.
 Verify that the shear-blind HPU panel valve has an extra protection (such as a
fool's box) (API Spec 16D section [Link] and section [Link]).
 Verify that there are safety signs posted on equipment that starts without
warning (Equipment Starts Automatically).
 Check the calibration records for the pressure gauges (API RP 53 sections
12.3.6 and 12.5.2) within 1% of the pressure range of the gauges.
 Make sure only permanent (engraved) signs are used on the remote-control
panels (i.e. no graffiti).
 The relief valve should be set at 110% of the working pressure of the HPU;
verify when the relief valve was last recertified.
 Ensure that the relief valve and its vent line are large enough to vent the
system pressure in case the pumps do not switch off.

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5.3 Hyperlinked images and drawings from the HPU checklist

presentation

Figure 209 - Operation of HPU system.

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Figure 210

AMKR-type annular regulator.

Figure 211

AKR-type annular regulator.

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Figure 212

Remote-control panel with

nitrogen back-up.

Figure 213

System relief valve.

Figure 214

Pressure gauges,
accumulator
pressure, manifold
pressure and annular
preventer pressure.

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Figure 215

Pneumatic-pump
arrangement.

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5.4 BOP HPU: photos and drawings

Figure 216

BOP HPU for a land rig with

a newly-designed Koomey
80 unit. Notice the failsafe
AMKR regulator for the
annular preventer circuit.

Figure 217

To comply with the API

standards, the accumulator
banks should be divided
into at least four sections.

Figure 218

Accumulator bottles that

can be individually isolated.
This is a much more
reliable way to operate.

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Figure 219

Here there are only two

banks of accumulator
bottles, which are not
equally divided either. This
is an unacceptable set-up.

Figure 220

Accumulator bottles
adequately marked with
safety signs and
identification numbers.

Figure 221

Severe corrosion on the

accumulator bottle
underneath the bracket.
Every ten years a
hydrostatic test needs to be
performed as per API
standards.

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Figure 222
Triplex pump plungers.

Ensure that the packing

sets do not leak
excessively. On this triplex
pump the piston rods are
bent, thus creating
excessive heat around the
packing glands and rapid
wear of the packing
material.

Figure 223

Only one air-operated

hydraulic pump is present
here. Good drilling practice
(GDP) is to fit two
pneumatic pumps to
prevent a single-point
failure. Regulations require
pumping systems with
separate power sources.

Figure 224

Note the manual valve

installed on the middle
pump between the pump
and the relief valve.

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Figure 225

This relief valve exhaust cannot release

the pressure as there is a bull plug in
the vent. The plug has been painted
and has been in situ long enough for
the paint to come off!

Figure 226

Relief valve with the incorrect vent

installation. Can this relief valve vent
the fluid fast enough through such a
small vent line? Two-yearly
recertification is required.

Figure 227

Only two valves to isolate or dump

the fluid of the common bank. The
vent line of the relief valve is too
small. The latest recertification data of
the relief valve is unknown.

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Figure 228

No manually-operated valves should be

installed on the discharge side of the
triplex pumps, between the pump and
relief valve. If we start the pumps with
this valve still closed, the discharge
lines might blow up! A check valve
must be present to prevent the
pressurized fluid from venting back to
the tank.

Figure 229

Fool's box cover installed to prevent

the unintentional operation of the
shear blind rams.

Figure 230

Creative but inadequate solution, as it

will prevent the remote operation of
the shear blind rams in an emergency.

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Figure 231

Another example of an illegal

restriction for the shear blind rams.
The remote operation of the shear-
blind rams is no longer possible.

Figure 232
Manually operated annular
regulator.

This unit cannot be operated

from the rig floor or from
another remote station. What
good is it when we have to
perform a stripping operation,
where we constantly have to
alter the annular preventer
closing pressure?

Figure 233

The AKR for the annular

preventer will lose its output
when the rig air supply is lost!
Next, the annular BOP will
open up during a well control
situation causing a blow-out!

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Figure 234

The AMKR is a failsafe

regulator. When the air
supply for the motor is lost,
the last output pressure
remains visible and manual
adjustment is also possible.

Figure 235

Severely corroded hydraulic

piping for the BOP on a
jack-up rig.

Figure 236

Poor quality of the flexible

hoses. The fire-resistant
layer is no longer
adequately protected by
the stainless-steel covers.

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Figure 237
Soluble-oil/water
mixture tank.

Any contamination with

lubricating oil will lead to
the growth of bacteria and
fungus. Most land rigs use
hydraulic oil in the well
control systems.

Figure 238
Nitrogen back-up
system.

A nitrogen back-up system

will supply pneumatic
pressure to the HPU
solenoids in order to
preserve the remote-
control ability, if rig air
pressure is lost. We can
install these emergency rig
air/nitrogen circuits for the
BOP HPU as well as for the
remote choke panels.

Figure 239
Air back-up system.

Air back-up system

installed for the driller's
remote-control panel.
There should be a check
valve installed to prevent
the air from flowing back
from the air pressure
vessel to the rig air circuit
in a black-out situation.

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Land rigs – Jack-up rigs – Platform rigs

Chapter 08
Appendices

1 Appendix 1: Drive Chains Inspections ........................................ 524

1.1 Inspection and chain service schedule as per API SPEC 7F ... 524
1.2 The lubrication system..................................................... 525
2 Appendix 2: API RP 8B explanations and inspection categories...... 533
2.1 Drilling lifting equipment inspections ................................. 533
2.2 Results of inspections ...................................................... 535

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Appendices

1 Appendix 1: Drive Chains Inspections

1.1 Inspection and chain service schedule as per API SPEC 7F

A roller chain drive requires proper and timely maintenance to deliver

satisfactory performance and service life.

The maintenance programme must be established to assure the

following:
 The sprockets are correctly lubricated.
 Drive interferences are eliminated.
 Damaged or worn chains or sprockets are replaced.
 The sprockets are properly aligned.
 The chain is correctly tensioned.
 Guarding is in good condition and properly installed.

The inspection intervals of chains are:

 After the first 50 hours of operation.
 If the chain drives are subject to heavy shock loads, every 200 hours.
 Ordinary drives: every 500 hours of operation.

The inspection consists of the following:

 the lubrication system
 the drive interferences
 damaged chain or sprockets
 chain wear
 sprocket wear
 sprocket misalignment
 chain tension
 the chain guards

Figure 1 - Chain assembly.

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Appendices

1.2 The lubrication system

For manual lubrication:
 Ensure the oil has the correct grade.

For drip lubrication:

 Ensure the flow rate is sufficient and directed onto the chain correctly.

For oil bath lubrication:

 Slinger disc or oil stream lubrication: ensure all the orifices are clean and
the oil is correctly directed onto the chain.

Figure 2 - Lubricant flow into the chain joint.

Recommended Temperature in F Temperature in C

grade
SAE 5 -50 to +50 -46 to +10
SAE 10 -20 to +80 -29 to +27
SAE 20 +10 to +110 -12 to +43
SAE 30 +20 to +130 -7 to +54
SAE 40 +30 to +140 -1 to +60
SAE 50 +40 to +150 +4 to +66

Figure 3 - Recommended oil viscosities for various temperatures.

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Appendices

The drive interferences

Inspect for any evidence between the drive components and other parts of
the equipment. Impact between the chain link plates and a rigid object can
cause plate fatigue and chain failure.
Beware of debris build-up between the chain and sprockets, as even small
amounts of debris this can cause tensile loads large enough to break the
chain, if forced through the drive.

Damaged chain or sprockets

Inspect the chain for cracked, broken, deformed or corroded parts. Correct
the cause of damage and replace the chain if any discrepancies are found.
Inspect the sprockets for chipped, broken or deformed teeth. Be aware that
a damaged or worn chain will rapidly damage a sprocket. The worn chain will
ride very high on the sprocket teeth and rapidly creates abnormal wear on
the teeth.

Chain wear
The maximum wear in most chain drives is considered 3% wear elongation.
With 3% wear the chain does not engage the sprocket properly.
On drives with sprockets with more than 66 teeth the allowable wear is
limited to 200/N (N = number of teeth on the largest sprocket) and may be
substantially less than 3%.
On fixed-centre, non-adjustable drives the allowable wear elongation is
limited to one half of one chain pitch.

Figure 4 - Measurement of chain elongation.

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Appendices

ANSI Chain Measured length

chain No. pitch Number Nominal At 3% wear
of pitches
(inch) (inch) (inch)
25 0.250 48 12.000 12.375
35 0.375 32 12.000 12.375
41 0.500 24 12.000 12.375
40 0.500 24 12.000 12.375
50 0.625 20 12.500 12.875
60 0.750 16 12.000 12.375
80 1.000 12 12.000 12.375
100 1.250 20 25.000 25.750
120 1.500 16 24.000 24.719
140 1.750 14 24.500 25.250
160 2.000 12 24.000 24.719
180 2.250 12 27.000 27.812
200 2.500 10 25.000 25.750
240 3.000 8 24.000 24.375

Figure 5 - Chain wear elongation limits.

Sprocket wear
A worn-out sprocket is not nearly as well defined as a worn-out chain. Check
for roughness, reduced tooth thickness and visibly hooked sprocket tooth
tips.
The pitch of a new chain is much shorter than the effective pitch of the worn
sprocket, so the total chain load is concentrated on the final sprocket tooth
before disengagement.
Then, when the chain disengages from the sprocket, the roller is jerked out
of the hooked portion of the sprocket tooth and that results in a shock load
on the chain, as the load is transferred from one tooth to the next.

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Appendices

Figure 6 - Worn-out sprocket.

Sprocket misalignment
Inspection for significant wear on the inside surfaces of the chain roller link
plates and on the sprocket flange faces. This wear indicates misalignment.
If 5% or more of the link plate thickness is worn away, or if there are
sharp gauges in the link plate surface, the chain should be replaced
immediately.
If 10% or more sprocket tooth flange thickness is worn away, the
sprocket should be replaced.
The maximum amount of axial misalignment is obtained from the following
formula:
Maximum offset - 0.045 P (P = chain pitch in inches)

This formula applies to both single- and multiple-strand chains.

Chain tension
Measure the total mid-span movement. If this exceeds the tabulated limit,
adjust the centre distance to obtain the desired amount of slack. If the
elongation exceeds the available adjustment and wear elongation still has
not exceeded 3% of the functional limit, remove two pitches and reinstall
the chain. If the minimum adjustment will not permit shortening two
pitches, the chain may be shortened one pitch by using an offset link or off-
set section.
Recommended possible mid-span movement AC in inches
Tangent length between sprockets in inches
Drive centre line 10 20 50 50 70 100

Horizontal to 45
0.4 - 0.5 0.8 - 1.2 1.2 - 1.8 2.0 - 3.0 2.8 - 4.2 4.0 - 6.0
degrees
45 degrees to
0.2 - 0.3 0.4 - 0.6 0.5 - 0.9 1.0 - 1.5 1.4 - 2.1 2.0 - 3.0
vertical

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Appendices

Figure 7 - Mid-span movement.

Guards
Inspect the guards to ensure they are not bent or deformed so that intended
clearance is reduced. Any designed openings in the guard (mesh) must not
be enlarged. The guards must not be deformed or damaged, especially
around the mounting points. Make sure all the fasteners are secure, and all
safeguarding devices, such as pressure sensors and interlocks, are
functioning.

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Appendices

Roller chain drive troubleshoot guide

Condition/ Possible cause What to do

symptom
Missing parts Missing at assembly. Replace chain.
Broken and lost. Find and correct cause of
damage / replace chain.
Rusted chain Exposed to moisture. Replace chain, protect from
moisture.
Water in lubricant. Replace lubricant, protect
Inadequate lubrication. lubricant from water
ingress, and replace chain.
Provide or re-establish
proper lubrication, replace
chain if needed.
Excessive Chain striking an Replace chain, eliminate
noise obstruction. interference.
Loose casing or shaft Tighten fasteners, mounts.
mounts.
Excessive chain slack. Re-tension the chain.
Excessive chain wear. Replace and tension chain.
Excessive sprocket wear. Replace sprocket and chain.
Sprocket misalignment. Replace chain and sprockets
if needed, realign sprockets.

Inadequate lubrication. Replace chain if needed, re-

establish proper lubrication.

Chain pitch too large. Redesign drive for smaller

pitch chain.
Too few sprocket teeth. Check to see if larger
sprockets can be used, if
not redesign drive.
Wear on the Sprocket misalignment. Replace the sprockets and
inside roller chain, if needed.
link plates and Realign the drive.
one side of
Re-tension the chain.
the sprockets

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Appendices

Condition/ Possible cause What to do

symptom
Chain clings to Excessive sprocket wear. Replace sprocket and
sprocket chain.
Sprocket misalignment. Replace the sprockets and
chain if needed / realign
the sprockets.
Chain climbs Excessive chain slack. Re-tension the chain.
sprocket teeth
Excessive chain wear. Replace and re-tension the
chain.
Excessive sprocket wear. Replace sprockets and
chain.
Extreme overload. Replace chain / eliminate
cause of overload.
Missing or Cotters installed improperly. Install new cotters.
broken cotters
Striking obstruction. Replace chain, eliminate
interference / replace
chain, reduce vibration.
Vibration. Use larger sprockets.
Excessively high speed. Replace chain / reduce
speed / redesign drive for
smaller pitch chain.
Exposed Exposure to corrosive Replace chain / protect
surfaces environment. from hostile environment.
corroded or
pitted
Cracked link Exposure to corrosive Replace chain / protect
plates environment combined with from hostile environment.
(stress stress from press fits.
corrosion)

Turned pins Inadequate lubrication. Replace the chain / re-

establish proper
lubrication.
Overload. Replace the chain /
eliminate the cause of the
overload.
Enlarged holes Overload. Replace the chain /
eliminate the cause of the
overload.

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Appendices

Condition/ Possible cause What to do

symptom
Broken pins Extreme overload. Replace chain.
Replace sprockets if indicated.
Eliminate cause of overload or
redesign drive for larger pitch
chain.
Broken link
plates

Cracked link Loading greater than Replace chain.

plates (fatigue) chain's dynamic Reduce dynamic loading or
capacity. redesign drive for larger chain.

Battered link Chain striking an Replace chain.

plate edges obstruction. Eliminate interference.

Worn link plate Chain rubbing on Replace chain if 5% or more

contours casing, guide, or height is worn away, or any
obstruction. evidence of heat discoloration.
Re-tension chain.
Eliminate interference.

Broken, cracked Speed too high. Replace chain.

or deformed Reduce speed.
rollers
Sprockets too small. Replace chain.
Chain riding too high Use larger sprockets, or
on sprocket teeth. possibly redesign drive for
smaller pitch chain.
Replace chain.
Re-tension chain more often.
Pin galling Speed or load too high. Reduce speed or load.
Possibly re-design for smaller
pitch chain.

Inadequate lubrication. Provide or re-establish proper

lubrication.

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 Rig Inspection Workshop 4.0
Appendices

2 Appendix 2: API RP 8B explanations

and inspection categories

2.1 Drilling lifting equipment inspections

Category I (Ref. API RP 8B / ISO 13534 section 5.3)

This category involves observing the equipment during operation for
indications of inadequate performance. When in use, equipment shall be
visually inspected on a daily basis for cracks, loose fits or connections,
elongation of parts, and other parts of wear, corrosion or overloading. Any
equipment found to show cracks, excessive wear, etc., shall be removed
from service for further examination. The equipment shall be visually
inspected by a person knowledgeable in that equipment and its function.

Category II (Ref. API RP 8B / ISO 13534 section 5.3)

This is a Category I inspection plus further inspection for corrosion,
deformation, loose or missing components, deterioration, proper lubrication,
visible external cracks, and adjustment.

Category III (Ref. API RP 8B / ISO 13534 section 5.3)

This is a Category II inspection plus further inspection, which should include
the NDT of critical areas, and may involve some disassembly to access
specific components, and to identify wear that exceeds the manufacturer's
allowable tolerances.

Category IV (Ref. API RP 8B / 13534 section 5.3)

This is a Category III inspection plus further inspection for which the
equipment is disassembled to the extent necessary to conduct the NDT of all
primary-load-carrying components as defined by the manufacturer.
Equipment shall be:
 disassembled in a suitably-equipped facility to the extent necessary to
permit the full inspection of all the primary-load-carrying components
and other components that are critical to the equipment;

 inspected for excessive wear, cracks, flaws and deformations.

Corrections shall be made in accordance with the manufacturer's

recommendations. Prior to Category III and Category IV inspections, all
foreign material such as dirt, paint, grease, oil scale, etc., shall be removed
from the concerned parts by a suitable method (e.g. paint-stripping, steam-
cleaning, grit-blasting).

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Periodic inspection and maintenance categories and frequencies (Ref. API RP

8B and ISO 13534 Table 1)
Frequency
Days Months Years
Equipment
1 7 1 3 6 1 2 5
Inspection category
Crown block
sheaves and I II III IV
bearings

Drilling hooks
(other than sucker- I II III IV
rod hooks)

Travelling blocks,
hook block and
I II III IV
block-to-hook
adapter

Tubing hooks and

I II III IV
sucker-rod hooks

Elevator links I II III IV

Casing elevators,
tubing elevators,
drill-pipe elevators II III IV
and drill-collar
elevators

Sucker-rod
II II III IV
elevators

Rotary swivel-bail
I II III IV
adapters

Rotary swivels I II III IV

Power swivels I II III IV

Power subs I II III IV

Spiders, if capable
of being used as I II III IV
elevators

Dead-line tie-down/
I II III IV
wire line anchors

Drill string motion

II III IV
compensators

Kelly spinners, if
capable of being
I II III IV
used as hoisting
equipment.

Riser- and
wellhead-running
tools, if capable of II III IV
being used as
hoisting equipment.

Safety clamps, if
capable of being
I II III IV
used as hoisting
equipment.

NOTE: The above recommended frequencies apply to equipment in use during the specified
period.

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2.2 Results of inspections

Acceptance criteria (Ref. RP 8B / ISO 13534 section 5.3)

Acceptance criteria shall be established based on experience and
manufacturer's recommendations. Worn equipment that does not meet the
acceptance criteria shall not be accepted for operation.

Rejected equipment (Ref. RP 8B / ISO 13534 section 5.3)

Rejected equipment shall be marked and removed from service.

Surface indications (Ref. RP 8B / ISO 13534 section 5.3)

Surface indications identified by NDT may be allowable or non-allowable
depending on their size, shape and location, as defined by the manufacturer.

Allowable surface indications (Ref. RP 8B / ISO 13534 section 5.3)

Allowable surface indications are surface indications of such a size, shape
and location that they need not be removed.
All references are taken from API RP 8B / ISO 13534.

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536