49HR Manual SN 141218 Part3

Bucyrus International, Inc.
49HR Blast Hole Drill
Pulldown/Machinery First Intermediate and Shipper Shaft

1. Shipper Shaft 12. Shims
2. Bearing 13. 1st Intermediate Gear
3. Locknut 14. Key
4. Lockwasher 15. 1st Intermediate Pinion
5. Seal Retainer 16. Pinion Spacer
6. O Ring 17. Bearing
7. Oil Seal 18. Spacer
8. Labyrinth Seal 19. Spacer
9. Bearing Spacer 20. Shipper Shaft Gear
10. Bearing Spacer 21. Gearcase
11. Bearing Retainer
1. Remove bearing spacer from the ends of the shipper shaft. Use a puller to remove the end
bearing from the shaft. The bearings have an interference fit to the shaft.
2. Slide the bearing housing from the shaft and separate the inner labyrinth seal from the housing.
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3. If not previously done, drain the gearcase.
4. Remove bearing cover from the pinion end of the second intermediate shaft. Remove O-ring
from the cover.
Pulldown Machinery Second Intermediate Shaft

1. 2nd Intermediate Shaft 11. Seal Retainer
2. Bearing 12. Oil Seal
3. Bearing Retainer 13. O Ring
4. Cover 14. Encoder Coupling
5. O Ring 15. Coupling pin
6. 2nd Intermediate Gear 16. Encoder
7. Key 17. Housing
8. Gear Spacer 18. Cover
9. Bearing 19. Gasket
10. Retainer 20. Gearcase
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5. Remove encoder housing cover, gasket and housing from the opposite end of the second
intermediate shaft.
6. Remove encoder coupling spring pins, then unbolt and remove encoder and coupling. Remove
retainer/encoder support from the gearcase. Remove the O-ring and oil seal from the retainer.
7. Remove the bearing retainer from each end of shipper shaft. Separate O-ring, oil seal and
labyrinth seal from each retainer.
8. Remove the rod bolts, tapered pins and capscrews securing the gearcase cover to the
gearcase. With a crane lift the cover from the gearcase.
9. Lift the shipper shaft from the gearcase. Remove the bearing spacer from the long end of the
shipper shaft.
10. Remove bearing retaining nut, lockwasher, bearing and bearing spacers from each end of
the shaft.
11. Slide shipper shaft gear from the shaft.
12. Remove first intermediate pinion bearing retainer and shims.
13. Press the pinion assembly from the shaft. The bearings have an interference fit to the shaft.
Remove pinion spacer from the shaft.
14. Separate bearings and spacer from pinion. The cup of the brake end bearing has an interference
fit to the pinion and will require a puller for removal.
15. The first intermediate gear is interference fit to the pinion and should only be removed if
required. If the pinion and gear are to be separated the lube fittings must first be removed.
16. Lift the second intermediate shaft from the gearcase. Remove pinion end bearing retainer
and bearing. The bearing has an interference fit to the shaft and will require a puller for removal.
17. Remove encoder end bearing retainer and bearing. The bearing has an interference to the
shaft and will require a slight force for removal.
18. Remove the gear spacer. The gear is interference fit to the shaft and will require a puller for
removal. Remove the gear end key.
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Pulldown Machinery Input Shaft

1. Input Shaft 14. Bearing
2. Bearing 15. Bearing Spacer
3. Bearing Carrier 16. Oil seal
4. Gasket 17. Seal Retainer
5. Oil Seal 18. Gasket
6. Spacer 19. Oil Slinger
7. Retainer 20. Hub Spacer
8. O Ring 21. Brake Drive Hub
9. Coupling Spacer 22. Hub Retainer
10. Coupling 23. Brake Assembly
11. Key 24. Bearing Spacer
12. Nut 25. Key
13. Lock Plate 26. Shims
19. Remove the brake housing and cage mounting capscrews. Slide the brake assembly from
the brake drive hub. Disassemble the brake as covered under the topic Hoist Brake.
20. Remove the brake drive hub retainer capscrew and retainer. Remove hub, hub spacer and oil
slinger.
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21. At the coupling end of the shaft remove the bearing carrier capscrews. Slide the shaft assembly
from the gearcase. Remove the carrier gasket.
22. Remove spacer and bearing from the brake end of the shaft. The spacer and bearing are
interference fit to the shaft and will require a slight force for removal.
23. Use a puller to remove half coupling from the end of the shaft.
24. Remove seal retainer from bearing carrier. Remove O-ring, oil seals and seal spacer from
the retainer.
25. Remove bearing spacer and coupling spacer. The coupling and bearing have an interference
fit to the shaft and will require a slight force for removal. Remove the carrier and bearing as an
assembly, then separate them.
26. Remove seal retainer from the brake side of the gearcase. Remove gasket and oil seal from
the retainer.
27. Clean and inspect all parts and repair or replace all damaged or worn parts. Reassemble in
reverse of disassembly noting the following:
CAUTION: During reassembly of the pulldown gearcase certain items must be

heated or cooled for assembly purpose. When heating or cooling the
items take all necessary precautions and use suitable protective
equipment when handling the heating or cooled items.
a. The input shaft bearings, bearing spacer and coupling half are interference fit to the
shaft and will require heating to install.
b. Use thread locking compound on the brake hub retainer capscrews, the coupling end
bearing oil seal retainer capscrews and the brake drive ring mounting capscrews. Torque
drive ring mounting capscrews to 140-150 ft-lbs.
c. Fill the cavity between seals with lubricant at assembly.
d. The second intermediate shaft bearing and gear are interference fit to the shaft and will
require heating to install.
e. Use thread locking compound on the encoder end bearing retainer socket head
capscrews.
f. The first intermediate shaft should be assembled as follows:
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1. Install pinion inner spacer on the shaft.
2. If removed during disassembly, reinstall gear on pinion. The gear is interference fit to
the pinion and will require heat to install. Be sure key is installed in gear.
3. Install inner bearing outer race in pinion. Race is interference fit to pinion and will require
cooling to install. Slide pinion assembly over shipper shaft as far as it will go.
4. Heat inner races of pinion bearing and install with spacer between them. Then use
special spacer supplied with tools to clamp bearing races. Secure the assembly with
the bearing lock nut.
5. Assemble the remaining outer race and retainer. Install three capscrews equally spaced
and torque to 50 ft-lbs. Measure the gap at all three unused holes and calculate average.
Install shim pack equal to average gap and install and tighten all retainer capscrews.
6. Remove the special spacer and install the remaining material.
Sept. 2007 5 - 87 Manual No. 10528

HOIST BRAKE
CAUTION: Unexpected operation or movement of the pulldown unit and/or

rotary gearcase during service or inspection procedures can cause
severe personal injury or death. Lower the pulldown unit to its lowest
possible position or secure it in place. Lockout and tag controls to
prevent unexpected operation.
The hoist brake is a spring-set electric release brake.
INSPECTION
Inspect the brake periodically (every 2000 hours min.) for wear by measuring air gap through slots
in cage. One indication of brake wear is a brake release fault signal. When air gap becomes
excessive, the brake will not release. When the air gap reaches .065", the gap should be adjusted.
Normal operating gap is .050". When the friction disc pack is worn to 1/2 its original thickness, the
disc pack should be replaced.
Brake Wear Adjustment
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Hoist Brake - Details

1. Magnet Body 10. Adjusting Rod
2. Pressure Spring Assembly 11. Feeler Gauge
3. Cage 12. Nut Plate
4. Cage O Ring 13. Manual Release Bolt
5. Armature 14. Limit Switch
6. Intermediate Disc 15. Switch Bracket
7. Friction Disc 16. Housing
8. Wear Adjusting Ring 17. Conduit Box
9. Hub 18. Terminal Block
Sept. 2007 5 - 89 Manual No. 10528

BRAKE WEAR ADJUSTMENT
1. Make sure the mast machinery is blocked or manually locked in the lowered position as the
brake needs to be released to perform the adjustment.
2. Remove the housing screws and brake housing using care to keep from damaging the
switches located on the circumference of the coil housing.
3. Insert brass feeler gages (.050 supplied with brake) into air gap at the three slots and release
the brake electrically or with the manual release bolts.
4. Remove the locking screws from the wear adjusting ring in the slots of the cage.
5. Insert the adjusting rod into one of the holes in the wear adjusting ring and rotate CCW to the
end of slot. Repeat until resistance is felt.
6. Remove gages and turn the adjusting ring to the nearest end of the slot. Remove rod and re-
install locking screws.
7. Make sure the brake release switches are clean and actuate freely.
8. Set the brake and re-install the housing. Apply a bead of silicon sealant to all exterior joints.
REPLACEMENT OF FRICTION DISCS
1. Energize magnet and clamp armature to magnet body with four manual release bolts. De-
energize magnet and remove leads.
2. Remove cage mounting bolts and magnet body and armature assembly. Back-off wear
adjusting ring slightly to allow space for new friction disc pack.
3. The friction disc pack may now be slid from the hub and cage. Note the order of the pack so
that the new parts can be installed correctly.
4. Re-install new friction disc’s in the correct order with the intermediate discs as shown in
figure.
5. Replace magnet body and armature assembly. (Arrows metal stamped on each part must be
in line).
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6. Re-connect lead wires, energize brake and remove four manual release bolts.
7. Set air gap to .050" per Brake Wear Adjustment.
DISASSEMBLY OF MAGNET BODY AND ARMATURE
1. Place assembly in press with spacer.
2. Press armature against magnet body and remove manual release bolts from armature. (6500
lbs press force required).
3. Slowly release pressure from press until spring pressure is relieved. Remove armature.
Pressure spring assemblies may now be removed.
RE-ASSEMBLY OF MAGNET BODY AND ARMATURE
1. Place magnet body with flange side up on spacer on press base.
2. Insert pressure spring assemblies and set armature in place being sure to align arrows on
armature and magnet body. Insert temporary pins into release bolt holes for aligning.
3. Press armature against magnet body (6500 lbs press force), remove temporary pins and
install four manual release bolts. Tighten bolt to hold armature against magnet body. Remove
assembly from press.
Sept. 2007 5 - 91 Manual No. 10528

PIPE RACKS
The pipe racks on the machine are used to store drill pipe in a position from where they can be
easily inserted into the drill string. The pipe racks are operated by a hydraulic cylinder which swings
the rack into position to accept or deliver drill pipe.
Inspect the pipe racks daily for loose or missing hardware or any wear or damage. Inspect the
racks each shift for proper operation. Verify that the pipe is held securely by the upper gate. Check
the operating cylinder for proper operation and any oil leaks. Check the bushings on both the pipe
racks for wear and replace as necessary. Check the pawls in the pocket on the lower end of the
pipe rack for proper operation. Remove any dirt, ice or other debris from the pipe pocket and verify
the operation of the gate operating system if no pipe is stored in the rack. Lubricate all points with
the required lubricant.
RH Pipe Rack - Details
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LH Pipe Rack - Details
REPAIR
There are no wear items on the pipe racks with the exception of the bushings. All major components
of the pipe racks should last through the lifetime of the machine. Repair of the pipe racks is limited
to replacement of bushings and thrust washers.
To replace the bushings and thrust washer, proceed as follows:
1. Raise the rotary drive unit to its highest position and set the hoist brake.
2. Disconnect, plug and tag all hydraulic lines to the pipe racks.
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3. Secure the pipe rack to prevent movement.
4. Remove the bolts attaching upper pivot bracket to bracket support. Remove the bracket and
then remove bushing from the bracket.
5. Remove bushing retainer. Remove the half of split bushing from the bushing retainer.
6. Secure a suitable crane and rigging to the pipe rack. Separate and remove the rack positioning
cylinder. With the crane, lift the pipe rack from the mast bottom plate.
7. Remove bushing and thrust washer from the mast bottom plate and the half of split bushing
from bushing retaining block.
8. Clean and inspect all components. Replace worn or damaged components as necessary.
9. Reinstall in reverse of disassembly, lubricate all lubrication points and check for proper
operation.
Manual No. 10528 5 - 94 Sept. 2007

Pipe Rack Variable Equipment
Sept. 2007 5 - 95 Manual No. 10528

TOOL WRENCH
The tool wrenches consist of the Tool Wrench and the Breakout Wrench. They are used to clamp
the drill pipe in order to break a pipe joint. The tool wrenches are two specially built hydraulic
cylinders operating inside a square casing. A spring loaded pawl engages a pocket in the drill pipe
to prevent rotation of the pipe.
Tool Wrench - Details
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Inspect the tool wrenches daily for loose or missing hardware, or any wear or damage. Inspect the
wrenches each shift for proper operation. Check each wrench and associated hydraulic lines for
oil leaks and repair any leaks found immediately. Verify that the pawls are fully extended and
secured with dowel rod. Verify that the wrenches can pivot about the rear pin. Clean any accumulation
of cuttings from beneath the wrenches. Verify that the top blocks are in place and intact. Verify that
the rear pin bearing blocks are secured firmly to the drill deck and that the piston rod anchor bolts
are secure. Lubricate the assembly with an approved lubricant at the recommended intervals.
REPAIR
Repair of the tool wrenches is essentially limited to replacement of the pawl insert. Replacement of
the entire tool wrench is accomplished by removing the two hydraulic lines from the piston rod and
then removing the four bolts securing the bearing blocks. Repair of the tool wrench itself follows
standard procedures for repair of hydraulic cylinders.
To replace the pawl insert, proceed as follows:
1. Remove the defective tool wrench from the drill deck by removing the hydraulic lines leading
to the piston rod and removing the 4 bolts securing the bearing blocks to the drill deck.
2. Using suitable equipment compress the pawl springs slightly to remove pressure from the
pawl retaining pin.
3. Using suitable equipment remove the pawl retaining pin.
CAUTION: The pawl is spring loaded. Be sure to adequately restrain the pawl
before removing the retaining pin. Failure to restrain the pawl will
result in it being forcibly ejected from the cylinder body, possibly
causing death or serious injury to personnel in the area.
4. Completely relax the tension on the pawl springs. When tension is completely removed,
remove the pawl and pawl springs from the cylinder body.
5. Inspect the springs and pawl and replace as required.
6. Lubricate the springs and pawl with an approved lubricant and reassemble the components
in reverse order of disassembly.
Sept. 2007 5 - 97 Manual No. 10528

BREAKOUT WRENCH
The breakout wrench is used to break pipe joints that will not break using the rotary drive.
With the pipe secured by the tool wrenches, the breakout wrench switch is turned to and held in the
EXTEND position. The breakout wrench extends, grips the pipe, then turns, breaking the pipe joint.
REPAIR
The breakout wrench should be inspected daily for wear or damage, loose or missing hardware,
and proper operation. Repair of the breakout wrench is limited to the replacement of worn or damaged
components.
GENERAL GUIDELINES FOR DISASSEMBLY
1. Remove attachment pins to remove hydraulic cylinders.
2. Remove pin to dismount lever.
3. Remove pins to dismount jaws.
4. Remove pins to sidemount arm. Check for excessive wear on brass washers.
5. If jaw replacement is necessary, teeth or jaw inserts must be removed. Softly strike the tooth
to take it out.
6. Reinstall in reverse order, except for cotter pin.
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7. Check the operation of the wrench. If the inserts contact the pipe, wrench is ready for use. If
inserts do not contact the pipe, repeat steps.
AUXILIARY WINCH
The auxiliary winch is used to lift tools on and off the drilling deck. The winch consists of a hydraulically
driven reel mounted at the bottom of the mast, a cable with hook, and cable guide sheaves at the
top of the mast.
The oil level in the winch should be checked monthly. The sheaves at the top of the mast should be
checked monthly for wear or damage. Once a year the sheave bearings should be re-packed with
lubricant.
For repair of the hydraulic winch refer to the Hydraulic System chapter of this manual.
Sept. 2007 5 - 99 Manual No. 10528

MAST BRACES
The purpose of the mast braces are to provide support to the mast while angle drilling.
Mast Braces - Details
Inspect the mast braces daily for loose or missing hardware or any wear or damage. Replace any
missing hardware and repair any damage immediately. Inspect the upper anchor pins, washers,
retainer pins daily, making sure that the retainer pins are in place. Inspect the mast brace structure
for cracks and any other damage. Repair the mast brace structure using the repair welding
techniques listed in the appendix. Inspect the telescoping lock pins for wear. The telescoping lock
pin cylinders and hydraulic lines should be checked daily for leaks. Verify that the adjustment bolt
lock nuts are tight and that the mast braces are adjusted properly.
Inspect the mast braces sleeves and supports for wear, damage or loose or missing hardware.
Lubricate all pins with an approved lubricant at the recommended intervals. Lubricate the adjustment
bolt with a rust inhibiting oil as required.
Manual No. 10528 5 - 100 Sept. 2007

REPAIR
The mast braces are not normally considered wear items; therefore any repairs required will have
to be handled on an individual basis.
CAUTION: The mast braces are critical components especially on angle drilling
machines. Consult the Bucyrus Service Department before
attempting major repair or modifications.
ADJUSTMENT
Normally the mast braces are adjusted during the machine erection and further adjustment is not
necessary. Special circumstances may require the readjustment of the mast braces to original
condition. To readjust the mast braces proceed as follows:
1. Remove the telescoping lock pins form the mast braces.
2. Accurately level the machine. Be certain that all four corners of the machine are at the same
elevation and that the mast is positioned vertically.
3. Loosen the adjustment bolt lock nut.
4. Turn the adjustment bolts until the telescoping lock pins can be freely inserted (approx. 14.25"
±2.50" from centerline of adjustment bolt pin to end of brace).
5. Lock the adjustment bolt in place with the lock nut.
CAUTION: Once the mast braces are adjusted, it is not necessary to alter the
adjustment unless the mast brace is replaced. Difficulty in pinning
the mast braces usually results from the machine not being level or
the mast not being vertical. Arbitrary adjustment of the mast braces
without accurately leveling the machine may cause serious damage
to the mast and should be avoided.
NOTE: Proper adjustment of the mast braces is made with machine leveled and supported on
jacks. Difficulty will later be encountered in removal or re-assembly of the telescoping
lock pin if the machine is resting on the crawlers.
Sept. 2007 5 - 101 Manual No. 10528

HYDRAULIC SYSTEM
SYSTEM OPERATION
The following description is intended to help field personnel understand hydraulic systems and
their operation. The explanation consists of an overview of the systems and the relationship of the
schematics to the actual components on the drill.
The two separate though not independent major hydraulic systems: Propel circuit and Cylinder
circuit. Both systems draw their oil from a common 108 gal. capacity reservoir. The pumps for the
circuits are driven through a gear drive box by the main compressor motor. The gear drive box will
increase, decrease or maintain the same speed ratio between the motor speed and the pump
speed. The main compressor motor determines the gear ratio of the gear box.
The propel circuit consists of two hydraulic pump/motor drives, one for each crawler. Piggy-backed
to the left propel pump is a single gear pump which supplies oil under pressure to leveling jacks
and mast raising cylinders and actuators. Piggy-backed to the right propel pump is a two-section
gear pump. The cover end pump supplies control pressure for the propel pumps as well as pilot
pressure for the mast hoist, auxiliary winch and pipe rack valves. This pump also supplies oil to
actuate the bit viewing hatch cylinder, boarding stair cylinder, and the lube system.
Hydraulic Components - Overview
Manual No. 10528 5 - 102 Sept. 2007

The propel circuit includes brake controls for each crawler. For towing purposes, the system is
equipped with a hand pump for manual release of the crawler brakes.
The shaft end pump of the two-section gear pump supplies oil under pressure to the remaining
hydraulic cylinders and actuators of the machine.
If the machine is equipped with a cable reel, the complete hydraulic system, including reservoir,
pump and motor are part of the cable reel unit.
The systems are totally sealed and filtered so as to keep the oil as clean as possible.
The gear box with pumps is mounted to the rear drive shaft of the main air compressor motor. The
reservoir, oil cooler and main frame manifold valves are located at the rear of the machinery house
and the various cylinders are mounted at various points around the machine.
CYLINDER CIRCUIT HYDRAULIC SYSTEM
Fluid for this system is supplied from the common 108 gallon reservoir. The single gear pump and
two-section gear pump supply oil to the actuators at the following rates:
2704 RPM @ 60 HZ
Single Pump 65 GPM
Shaft end Pump 17 GPM
Cover End Pump 18 GPM
2253 RPM @ 50 HZ
Single Pump 54 GPM
Shaft end Pump 14 GPM
Cover End Pump 15 GPM
The multiple station manifold valve assemblies contain control valves for the various actuators.
Usually the control valves will be assembled in stacks – one stack for each actuator. A typical valve
stack could include a relief valve, a flow control valve, a check valve, a quick disconnect valve for
pressure testing and a solenoid valve.
Most hydraulic lines run from the manifold valve to bulkheads, then from the bulkheads to the
actuators. All oil returning to the reservoir passes through 10 micron filters before entering the
reservoir.
Sept. 2007 5 - 103 Manual No. 10528

PROPEL CIRCUIT HYDRAULIC SYSTEM
Fluid for the propel system is also supplied from the 108 gallon reservoir. Most hydraulic control
valves of the propel circuit are modules bolted directly to the pumps. The pilot pressure valve and
brake valves are separate from the pumps. The oil for each pump control circuit is directed through
a 10 micron filter equipped with a 25 PSID by-pass valve.
The pilot pressure is controlled to 600 PSI by the sum of the 450 PSI relief valve and the 150 PSI
supercharge relief.
The pumps are equipped with two main relief/pressure override assemblies referred to as a
combination valve; one for the forward propel side, and the other for the reverse propel side.
The pressure override portion of the assembly is set at 5365 PSI. The main relief portion is set 500
PSI above the pressure override as a fixed non-adjustable level.
The pressure override valve prevents continuous dumping of excessive flow, at load pressure,
through the main relief valves. This eliminates unnecessary heating of the oil and protects the
pump and motor from damage.
GENERAL MAINTENANCE
HYDRAULIC SYSTEM CLEANLINESS
It is extremely important to use the correct oil in the system. It is equally important to keep the oil
clean. Whenever a repair procedure requires a connection to be broken or a part to be replaced,
first clean the immediate area around the joint and/or part to be replaced. This step is required to
assure no contaminates enter the system through the hydraulic lines or replacement parts.
While performing the repair keep everything clean and also keep openings covered or plugged
until they are re-connected. Contamination is the most common cause of trouble in a hydraulic
system. It causes excessive wear of parts, interferes with the close clearances, and hinders
normal operation.
NOTE: Never add oil to the system by removing the reservoir breather and pouring it in through
the funnel. Even new drum oil is dirty and can cause sticking valves.
When hydraulic oil is added to the system, it should always be pumped into the system. The pump
discharge line should be attached to the quick-disconnect coupling at the top of the tank. This
connection insures that the new oil will pass through the tank return filters before entering the
system.
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If the pump used to add the oil is equipped with a filter buggy and the pump has been used for other
fluids, the pump system and filter buggy must be purged of the other fluid prior to connecting the
pump unit to the quick-disconnect coupling. This purging can be accomplished by flushing the pump
unit and filter buggy with at least one gallon of the specified hydraulic oil.
OIL REQUIREMENTS
For hydraulic oil benchmarks refer to Section 3 of this manual – (Hydo) Hydraulic Oil.
OIL AND FILTER CHANGES
During normal operation change the element when indicated by the filter condition indicator with
the oil at normal operating temperature and whenever oil is changed.
NOTE: Before changing the element, open the circuit breaker for the hydraulic pump motor. Be
sure there is no pressure on the system to prevent possible oil leakage.
The change frequency for hydraulic oil depends on the type of oil used in your machine. This cycle
can range from 2,000 hrs. for standard grade petroleum base type oil as determined by the lube
bench marks, to 8,000 hrs. for certain synthesized hydrocarbon hydraulic oils as noted in the lube
bench marks. These change frequencies can be shortened or lengthened depending on the condition
of the oils. To determine the condition of the oils, samples should be taken periodically (i.e. 200
hrs.) and analyzed by a reputable manufacturer. When taking oil samples, never take the sample
from the tank drain system. If possible, the sample should be taken from a point near the return
manifold just before the return filters.
CAUTION: To minimize fire hazard, no open flames or other ignition sources are
allowed when changing oil.
Water should be drained from the bottom of the hydraulic oil reservoir once a day, after a period of
shutdown and when the oil is cold.
The hydraulic oil reservoir holds 108 gallons of oil.
Sept. 2007 5 - 105 Manual No. 10528

WEEKLY MAINTENANCE CHECKS
Check for correct operation of all components of the system. Valves, cylinders, and motors and
pumps should operate smoothly, with no jerking or binding. Check the oil level in the reservoir. The
reservoir should be almost full (108 gal.) when the mast is horizontal and all other cylinders are
retracted. With the mast vertical and all other cylinders retracted, the reservoir should be slightly
below 7/8 full.
CAUTION: Before topping off the fluid in the hydraulic tank, verify that the mast
cylinders are extended and all other cylinders are retracted. Failure
to comply with the above (i.e. jack cylinders extended) will overfill the
tank when the jack cylinders are retracted and will cause the tank to
rupture.
CAUTION: Do not operate with low oil level. Operating with low oil level can
cause cavitation and air pockets. This will cause faulty operation and
can also cause damage to the system components.
Inspect all components and lines to be sure they are in good operating condition. Check for
obstructed or distorted cylinders. Inspect the system for leaks. If a leak is found, tighten the screws
or fittings around the leaking area before beginning major repairs. If that does not stop the leak, it
may then be necessary to repair or replace the leaking part.
OIL RESERVOIR REPAIRS
The hydraulic oil reservoir is epoxy coated on the inside to prevent scale and oxidation.
CAUTION: DO NOT weld on the reservoir; it will damage the coating.
LEVELING JACK COUNTERBALANCE VALVE PRESSURE RELIEVING PROCEDURE
If it becomes necessary to work on the leveling jack counterbalance valve for any reason, relieve
pressure in the cylinder using the following procedure:
1. Position the machine with crawlers on the ground and jacks retracted so that the jack pads
are approximately one inch off the ground.
2. Turn off the hydraulic pump and relieve any pressure in the system by loosening the reservoir
breather. When trapped air in the reservoir is relieved, immediately replace the breather.
Manual No. 10528 5 - 106 Sept. 2007

REAR JACKS
1. Uncouple the quick disconnect using a 1 1/4" open end wrench. The male half of the quick
disconnect will remain attached to the valve.
2. Remove the other end of the quick disconnect hose from the electrical junction box on the
jack.
3. Place the hose end, removed from the electrical junction box, into a clean five gallon container.
4. Re-couple the quick disconnect. As the connection nears completion, oil will run out of the
hose end in the container and the jack pad will drop to the ground! This will relieve all
pressure on the piston rod and create a vacuum on the housing end of the cylinder.
CAUTION: Always maintain a firm grip on the hose while the oil is flowing from it.
Do not allow the stream of oil to contact your skin as injury can
occur.
5. When the oil flow has stopped and the jack pad is on the ground, the loose end of the hose
can be reconnected to the electrical junction box.
6. With the pressure relieved, the counterbalance valve or jack cylinder can now be safely worked
on.
FRONT JACK
1. Uncouple the quick disconnect at both front jacks, using a 1 1/4" open end wrench. The male
half of the quick disconnect will remain attached to the valve.
2. At one front jack only, remove the other end of the quick disconnect hose from the electrical
junction box on the jack.
3. Place the hose end, removed from the electrical junction box, into a clean five gallon container.
(Two additional 5 gallons will be required to handle the oil from both front jacks.)
CAUTION: Always maintain a firm grip on the hose while the oil is flowing from it.
Do not allow the stream of oil to contact your skin as injury can occur.
4. Re-couple the quick disconnect. As the connection nears completion, oil will run out of the
hose end in the container and the jack pad will drop to the ground! This will relieve all pressure
on the piston rod and create a vacuum on the housing end of the cylinder.
Sept. 2007 5 - 107 Manual No. 10528

5. To remove the oil from the other front jack, a helper will be required. Have the helper continue
to hold the disconnected hose into a empty 5 gallon container while you re-couple the quick
disconnect on the other front jack. The oil from this jack will now flow from the hose being held
by the helper.
6. When the oil flow has stopped and the jack pad is on the ground, the loose end of the hose
can be reconnected to the electrical junction box.
7. With the pressure relieved, the counterbalance valve or jack cylinder can now be safely worked
on.
PRE-START INSPECTION
If the machine hydraulic systems have had a major overhaul, the following presort inspection
should be completed before start-up of the machine.
CAUTION: Before starting pumps, establish a safe walking perimeter around

machine to reduce possible injury to ground personnel due to
automatic operation of boarding stair, dust curtain, or cable reel.
NOTE: Read all instructions before starting any individual test. Initial each step after its
completion or record the requested information.
1. Check all lines and fittings for tightness and plumbing accuracy.
2. Visually check that no open port exists on any valve.
3. If the crawlers or mast have been removed from the machine, be sure that all ports have
been plugged or capped and all loose lines terminated in a quick disconnect or plugged with
a steel fitting.
NOTE: Make note of the oil manufacturer and type of oil being used in this hydraulic system
(e.g. Conoco Syncom AW22).
4. Verify that the hydraulic reservoir is filled to the correct level with the required hydraulic oil.
5. Check the suction plumbing and the reservoir for external leaks.
6. From the test kit install 0-1500 PSI gauges to test ports 14 and 15 at the left and right propel
pump charge filter outlet, respectively, as shown on the gauge port location table at the end of
this section of this manual.
Manual No. 10528 5 - 108 Sept. 2007

NOTE: All pressure gauges must be calibrated before using.
7. Verify that pump drive gear box is filled with 7.75 quarts of S.A.E. 80 - 90W oil.
8. Check the pump drive motor for correct rotation by jogging the main compressor start/stop
pushbuttons, or PTO clutch, if diesel driven. Pump drive gearbox input shaft rotation is opposite
pump shaft rotation.
9. When item 8 is complete, continue to jog electric motor until pressure on gauges at test ports
14 and 15 is 100 PSI.
10. When pressure rise is verified, turn on the hydraulic pumps and visually check all plumbing
for leaks.
HYDRAULIC SYSTEMS TESTS
The hydraulic systems are equipped with quick disconnect test ports for checking the operation of
the systems. The test ports are shown in the figures. The test ports are identified by the circled
numbers on the illustrations.
These tests are designed to assure that the specified units are operating correctly and, if they are
adjustable, they are adjusted to the correct pressure setting. The results of each of the following
tests should be noted in a log book so that on future checks and in case of system failure, pressure
readings can be compared to help locate the failure.
NOTE: For location of test points on the machine see the gauge port location table at the end
of this section of this manual.
CAUTION: Before attaching or disconnecting pressure gauges to test ports, be

sure that the hydraulic pumps are turned OFF.
PROPEL PUMP CHARGE PRESSURE CHECK
NOTE: Charge pump relief adjustment is on right side of pump.
1. With pump controls at NEUTRAL and pumps running, check pressure at test port 14 on a
1500 PSI gauge. Set charge pump relief pressure of left propel pump as required to obtain
350 PSI ±10 PSI (use 1-1/16" hex wrench and screwdriver).
Sept. 2007 5 - 109 Manual No. 10528

2. With pump controls in neutral and pumps running, check pressure at test port 15 on a 1500
PSI gauge. Set charge pump relief pressure of right propel pump as required to obtain 350
PSI ±10 PSI (use 1-1/16" hex wrench and screwdriver).
3. Turn off pumps.
CONTROL PRESSURE CHECK
1. With Pilot Pressure Valve (PPV) disconnected electrically at station 6 of 6 station manifold
located immediately above and to the rear of the jack valve stand, and with a 1500 PSI gauge
at test ports 7 and 17, turn pumps on. Record pressure at test ports 7 and 17 (approx. 150
PSI). Pressure at test port 17 should be greater than port 7.
NOTE: Before performing step 2, warm-up hydraulic system so that oil cooler motor has
cycled ON at least once.
2. With solenoid wires re-connected to pilot pressure valve (PPV), start pumps and after 10
seconds, with PPV energized, observe pressure at test port 17. Adjust relief valve at station 6
as required to see: 1000 ±10 PSI if GRACO central lube pump is used or 600 PSI ±10 PSI if
LINCOLN central lube pump is used. Adjustment is facing wall, opposite the electrical solenoid.
3. Record pressure at test port 7 (approx. 150 PSI).
4. Note whether GRACO or LINCOLN central lube pump is on machine.
PROPEL ENABLE VALVE AND LOW SPEED SELECT CHECK
1. With drill/propel select switch in PROPEL NORMAL, in on-board propel, with a 1500 PSI
gauge at test ports 8 and 18, start the pumps and press the drill/propel ON pushbutton.
Record the pressure at test ports 8 and 18. Test port 18 should be the same as pressures
noted in step 2 of CONTROL PRESSURE CHECK. Test port 8 reading should be zero (0)
2. With pump still running, first lift one propel joystick out of the DETENT position and then
release it. Do the same with the other joystick.
NOTE: There is no need to move joysticks out of NEUTRAL. Just lift the joystick clutch straight
up to engage solenoid Propel Active Valve (PAV).
Accomplishing step 2 will cause PAV to energize which should cause pressure at test port 18 to go
from 600 PSI to 0 and test port 8 should go from 0 to 600 PSI.
Manual No. 10528 5 - 110 Sept. 2007

3. With a 1500 PSI gauge at test port 9 and the pumps running, rotate Propel Selector Switch to
SLOW speed and record pressure.
4. Pressure in step 3 should be within 50 PSI of control pressure check step 2.
5. With Propel Selector in NORMAL, record pressure at test port 9. (Should read zero.)
JACK CYLINDER CHECK IN MANUAL MODE
NOTE: Under no circumstances must either 3-spool valve or relief valve adjustments be
allowed to bottom-out. The spool valve is located on the back wall of the machinery
house to the left of the hydraulic oil tank and slightly below the top of the tank. The
main relief is near the inlet port.
1. With a 7,500 PSI gauge at test port 16 and pumps running, energize auto level in RETRACT
mode. With all cylinders fully retracted, adjust 3-spool valve relief to show exactly 3,300 PSI
on the gauge.
2. Check all jacks for operation versus manual lever movement (i.e. moving the right front jack
control to EXTEND, extends the right front jack. Check both directions with all 4 jacks).
NOTE: Re-check hydraulic oil level and add oil as required. Set flow controls per FLOW
CONTROL CHECK before continuing with step 3.
3. Back-out adjustment of relief valve 1/8th of a turn and then tighten the jam nut.
4. Install a 0-1,500 PSI gauge at test port 70, located at inlet to back pressure valve underneath
and slightly to the left (rear) of the 3-spool valve.
5. With the right front jack manually extending from full RETRACT position, adjust back pressure
relief as necessary to see 400 PSI.
6. With step 5 complete, install a 7,500 PSI gauge at test port 16 and with right front jack extending
from full RETRACT towards the ground, adjust relief valve located at inlet of jack spool valve
on jack stand. Adjust to see 3,200 PSI.
NOTE: Do not bottom any relief valve adjustments.
7. Re-check all jacks for operation versus manual lever movement.
8. Install all four jack pads.
Sept. 2007 5 - 111 Manual No. 10528

FLOW CONTROL CHECK
1. Remove hose nearest wall from 3rd flow control (counting from left to right) on jack valve
stand and install a -10 ORS steel plug into the open hose.
2. Install a 20 GPM Hedland flow meter #700-020 (inlet side) into the open port of flow control.
3. Disconnect hose coming from the spool valve to the 7th flow control. Install a steel -10 ORS
cap onto the flow control’s open port.
4. Connect the outlet side of the flow meter to the hose just removed from the 7th flow control.
5. With pumps running and with the aid of a helper, energize left rear jack, in either UP or DOWN
mode, to show flow in the meter. Adjust flow regulator, as required, to see EXACTLY the flow
as shown on the following chart.
NOTE: If all 4 jack cylinders are the same size (i.e. all are 8" bore diameter or all are 9" bore
diameter), then do not use flow setting chart. Instead, set all 8 flow controls to 15 GPM
for 60 Hz machines as well as for 50 Hz machines running at 3,000 RPM input speed.
All other 50 Hz machines are to be set at 12.5 GPM.
6. After first flow regulator is tested, substitute the remaining untested regulators into the 3rd
position until all eight flow regulators have been checked. All flow regulators MUST end up in
their proper position when test is complete.
NOTE: During calibration of flow controls, as well as anytime jacks are being operated in
MANUAL or AUTO-LEVEL mode, the flow control should not exhibit any chattering or
screaming noise.
7. With step 6 complete, re-assemble hoses to proper ports.
8. Now complete Jack Cylinder Check In Manual Mode starting with step 3.
Manual No. 10528 5 - 112 Sept. 2007

Sept. 2007 5 - 113 Manual No. 10528

JACK CYLINDER DRIFT TEST
NOTE: Read items 1 through 5 of this test before continuing.
1. Lower all jacks to ground such that the jack pads are firmly on the ground but are not lifting the
machine.
NOTE: If in steps 2 and 3 the crawlers are not mounted and the machine is resting on blocks,
only lift the machine a few inches.
2. Manually extend left and right front jacks simultaneously to lift the front of the machine.
3. Manually extend left and right rear jacks simultaneously to lift the rear of the machine.
4. Continue to lift the machine by alternating front to rear until the crawler tracks have cleared
the ground by 3 or more inches. If crawlers are not mounted, lift the machine approx. 6 inches
off the blocks.
5. With machine approximately level, position all manual jack controls to NEUTRAL and check
for jack cylinder drift. Drift should not exceed 1/8" in 30 minutes.
BRAKE RELEASE PRESSURE CHECK
NOTE: Crawlers must be mounted to mainframe for this test.
1. With 0-1500 PSI gauges at test ports 5 and 6 and with pump running, the pressure should be
at or near zero with hands removed from the propel joysticks and drill/propel select switch in
PROPEL NORMAL mode.
2. With pump still running, first lift one propel joystick and then release it and then lift and release
the other propel joystick. Anytime either or both joysticks are lifted full up out of the DETENT
position, the propel active valve (PAV) will energize and the pressure at test ports 5 and 6
should be the same as pressures noted in step 2 of CONTROL PRESSURE
CHECK.
3. With drill/propel select rotated to DRILL mode, pressure at test ports 5 and 6 should be zero
regardless of whether the joysticks are in or out of the DETENT position.
Manual No. 10528 5 - 114 Sept. 2007

PROPEL BRAKE EMERGENCY RELEASE CHECK
NOTE: This test must be performed with the pumps OFF.
1. With 0-1500 PSI gauges at test ports 5 and 6, the bypass valve handle (located on the left
side surface of left front jack housing) rotated fully CW, and with hand pump bypass valve
CLOSED, manually operate pump handle to raise pressure on the gauge until the operator’s
display terminal screen displays: PROPEL BRAKE TOW RELEASE. Record the pressure
that causes the operator’s display terminal screen display to appear. (Pressure should be
500 PSI.)
2. With step 1 complete, continue to operate the pump until the gauge shows 1,000 PSI. Record
the amount of pressure drop in 5 minutes (should not be more than 500 PSI).
NOTE: Pressures in step 1 and step 2 should also appear at test ports 5 and 6 on 0-1500 PSI
gauges.
PROPEL PUMP MAIN RELIEF PRESSURE CHECK
NOTE: Crawlers must be mounted and there should be no crawler movement during this test.
Main relief valves are on the top of the pump, as mounted on machine.
1. With machine still raised on jacks and with a 7,500 PSI gauge at test ports 1 and 2 and a 0-
1,500 PSI gauge at test port 59, disconnect the propel brake release line at the brakes and
plug the hoses with a -6 O-ring seal plug. Leave the port on the brakes open; do not cap or
plug the fittings.
NOTE: Use a 5 mm allen wrench and a 3/4" open end wrench to adjust main relief valves.
2. With the pumps running, energize the propel active valve (PAV). Note the presence of 600 PSI at
test port 59. Operate the left crawler control in the FORWARD direction by manually pressing coil
PLV-FWD. Adjust relief as required to see 5,400 PSI on gauge at test port 1.
3. Maintain step 1. Place the left crawler control in the REVERSE direction by manually pressing
coil PLV-REV. Adjust pressure as required to see 5,400 PSI at test port 2.
4. With machine still raised on jacks and with a 7,500 PSI gauge at test ports 3 and 4, check
main relief pressures on right crawler pump.
Sept. 2007 5 - 115 Manual No. 10528

5. With the pumps running, operate the right crawler control in the FORWARD direction by
manually pressing coil PRV-FWD. Adjust main relief valve as required to see 5,400 PSI on
gauge at test port 4.
6. Repeat step 5 but place the right crawler control in the REVERSE direction by manually
pressing coil PRV-REV. Adjust pressure as required to see 5,400 PSI at test port 3.
7. Reconnect the propel brake release hoses disconnected in step 1.
8. De-energize propel active valve (PAV).
CRAWLER FUNCTION CHECK
NOTE: Check that the crawler boxes have each been filled with 7.5 gallons of 80W-90W oil.
1. With propel selector in SLOW SPEED, check the left crawler function in FORWARD and
REVERSE. Record time for 3 revolutions of crawler sprocket:
60 Hz should be 3 revolutions in 63 seconds.
2. Repeat step 1 with propel selector in NORMAL SPEED. Record time for 10 revolutions of
crawler sprocket:
3. Repeat step 1 for right crawler.
4. Repeat step 2 for right crawler.
Manual No. 10528 5 - 116 Sept. 2007

BIT VIEWING HATCH CHECK
Check function of bit viewing hatch with switch in operator’s cab. Hatch should open and close
smoothly with no chattering action.
BOARDING STAIR CHECK
Check function of boarding stair with switch in operator’s cab. Stairway should raise and lower
smoothly with no chattering action.
MAIN FLOW VALVE CHECK
1. With 0-1,500 PSI gauge at test port 26 and with pumps running, set backpressure relief to
see 300 PSI.
2. With 0-1,500 PSI gauge at test port 23 and with pumps running and all valves de-energized,
record pressure observed.
3. With 0-7,500 PSI gauge at test port 23 and with 0-1,500 PSI gauge at test port 26, start pump
and energize main flow valve (MFV) via hydraulic test function. Adjust relief valve of center
sandwich valve at station 1 to see 3,000 PSI at test port 23. Record pressure at ports 23 and
26.
NOTE: Top most sandwich valve of station 1 will be adjusted with water injection pump function
check.
BREAKOUT WRENCH AND TOOL WRENCH CHECK
Check function of breakout wrench and tool wrench with switches in operator’s cab.
DUST CURTAIN CYLINDERS
1. Check function versus switch position.
NOTE: After 3 - 5 cycles, operation should be smooth with no jerkiness or chattering.
2. Adjust door stops.
Sept. 2007 5 - 117 Manual No. 10528

DUST SEAL SLIDER
Operate in forward and reverse to check function. Record pressure observed at test port 24 on a
0-7,500 PSI gauge.
MAST LOCK
1. With 0-7,500 PSI gauge at test port 21, energize mast lock latch solenoid and check function.
2. Adjust relief, as required, to see 1,000 PSI.
NOTE: Adjustment is facing away from left wall.
3. With gauge still at test port 21, energize mast lock unlatch solenoid. Observed pressure
should be 3000 PSI.
4. Repeat steps 1 and 2 except with a 0-1,500 PSI gauge at test port 21.
MAST BRACE LOCK CYLINDERS
1. With 0-7,500 PSI gauge at test port 23, energize Mast Brace Lock (MBLV) solenoid and
check function.
2. Adjust relief, as required, to see 1,000 PSI while mast brace lock (MBLV) is energized.
3. Energize mast brace unlock (MBLV) solenoid. Observed pressure should be 3,000 PSI.
A-FRAME LOCK CYLINDERS
NOTE: This test should not be run unless the mast is fully up or unless the mast is off the
machine. Mast lock cylinder pins MUST be extended before conducting this test.
1. With 0-7,500 PSI gauge at test port 22, energize A-Frame Lock (AFLV) solenoid and check
function.
Manual No. 10528 5 - 118 Sept. 2007

2. Adjust relief, as required, to see 1,000 PSI. Adjustment is facing away from left wall.
3. Energize A-frame unlock (AFLV) solenoid. Observed pressure at port 22 should be 3,000
PSI.
MAST LOCK CONSTANT PRESSURE CHECK
1. With a 0-1,500 PSI gauge at test port 61, start pump.
2. Rotate mast lock switch to UNLOCK and then return switch to NEUTRAL.
3. With switch at NEUTRAL, pressure at test port 61 should be 0.
4. Rotate mast lock switch to LOCK and then return switch to NEUTRAL.
5. With switch at NEUTRAL, pressure at test port 61 should be the same as pressures noted in
step 2 of CONTROL PRESSURE CHECK.
MAST BRACE CONSTANT PRESSURE CHECK
1. With a 0-1,500 PSI gauge at test port 60, start pump.
2. Rotate mast brace switch to UNLOCK and then return switch to NEUTRAL.
3. With switch at NEUTRAL, pressure at test port 60 should be 0.
4. Rotate mast brace switch to LOCK and then return switch to NEUTRAL.
5. With switch at NEUTRAL, pressure at test port 60 should be the same as pressures noted in
step 2 of CONTROL PRESSURE CHECK.
A-FRAME LOCK CONSTANT PRESSURE CHECK
1. With a 1,500 PSI gauge at test port 65, start pumps.
2. Rotate A-frame lock switch to UNLOCK and then return switch to NEUTRAL.
Sept. 2007 5 - 119 Manual No. 10528

3. With the switch in NEUTRAL, pressure at test port 65 should be 600 PSI.
4. Rotate A-frame lock switch to LOCK and then return switch to NEUTRAL.
5. With the switch at NEUTRAL, pressure at test port 65 should be the same as pressures
noted in step 2 of CONTROL PRESSURE CHECK.
MAST RAISE/LOWER
NOTE: This adjustment limits the maximum lowering speed of the mast.
1. With the pumps shut down, adjust the Hoist Flow Control located under the deck just forward
of the rear torque tube. Loosen the setscrew and turn the adjustment in all the way.
2. With step 1 complete, back out the adjustment 6 full turns and tighten setscrew.
3. Install a 0-7,500 PSI gauge at test port 16 and proceed as follows:
a. If mast is not mounted to machine, position mast/winch selector to MAST HOIST and
operate master switch in MAST RAISE mode. If cylinders are connected, the cylinder
rods should both be extending.
b. When rods have fully extended, the pressure gauge reading will be 2,500 PSI.
c. With master switch in LOWER mode, the cylinder rods will retract. The pressure gauge
reading should then be 2,500 PSI.
d. If mast hoist cylinders are not mounted, then pressures at step 3b and step 3c will be
seen almost as soon as master switch is moved from NEUTRAL.
NOTE: Step 3e is to be done with jacks FIRMLY on the floor.
e. If mast is mounted, check function carefully by raising mast 6 - 12 inches out of the
rack while observing pressure on the 0-7,500 PSI gauge at test port 16. If more than
2,500 PSI is needed to lift mast from rack, adjust port relief on hoist side as necessary.
Record pressure needed to raise the mast.
f. With step 3e complete, carefully position master switch to LOWER mode and observe
“inching” capability of control.
g. Raise mast to full vertical (with the deck level and on jacks).
Manual No. 10528 5 - 120 Sept. 2007

h. With a 0-7,500 PSI gauge at test port 16, observe pressure needed to pull mast out of
vertical. Adjust lower mode port relief as necessary to generate enough pressure.
Record observed pressure.
i. With 0-7,500 PSI gauge still at test port 16, with mast in vertical position and with mast
brace and mast lock pins engaged, operate mast hoist in raise and lower to set port
relief valves to 200 PSI greater than pressures observed at steps e and h respectively.
Record set pressures.
NOTE: An alternate way to accomplish step 3i is to disconnect hoses at both mast hoist
cylinders and then plug hoses with steel ORS plugs. With hoses plugged, start pumps
and operate mast hoist in RAISE and LOWER mode to set port reliefs to 200 PSI
greater than observed at 3e and 3h respectively. When reliefs are set, reconnect hoses
and check function of mast hoist.
AUXILIARY WINCH
With a 7,500 PSI gauge at test port 16, proceed as follows:
NOTE: If the mast is not mounted, skip to step 4.
1. With the mast mounted and in the rack (fully down), operate the winch with no rope on the
drum to check function verses master switch position.
2. Check the ability to smoothly start in the HOIST and LOWER mode.
3. Check drum RPM in the HOIST and LOWER mode and record. Drum speed should be:
10 revolutions in 17 seconds (36 RPM).
4. If mast is not mounted, set port relief so pressure gauge shows 3,000 PSI in the HOIST
position when moving the master switch out of NEUTRAL. Moving hoist lever to full LOWER
position will show 3,300 PSI on gauge.
NOTE: If mast is mounted, port relief setting may be observed by first disabling WACV
electrically and then proceeding per step 4.
Sept. 2007 5 - 121 Manual No. 10528

HYDRAULIC CENTRAL LUBE DRIVE PRESSURE CHECK
NOTE: Steps 1 through 3 apply to LINCOLN lube system with LINCOLN lube pump only.
1. With Lube Cycle Control Valve (LCCV) electrically disconnected and with pumps running,
energize Lube Enable Valve (LEV) solenoid.
2. Adjust pressure reducing valve attached to lube pump manifold, as required, to see 450 PSI
on gauge attached to manifold.
3. With Lube Cycle Control Valve (LCCV) electrically connected and with pumps running, observe
that the lube pump is functioning.
NOTE: If grease is not pumped during test, then don’t run test step 3 any longer than
necessary to see that the pump is cycling.
NOTE: There should be NO external hydraulic oil leakage during test.
NOTE: Steps 4 through 10 apply to LINCOLN lube system with GRACO lube pump.
4. Attach a 0-1,500 PSI gauge at test port 64.
5. Disconnect the hose from the upper run connection of the tee at test port 64. Plug and cap
both open connections.
6. With pumps running and Lubrication Timing Screen showing on the operator’s display terminal,
press F9 to energize Lube Enable Valve (LEV) solenoid.
7. With step 6 complete, adjust reducing valve as required to see 900 PSI and then lock jam-nut
on adjusting screw.
8. With step 7 complete, press F9 on the operator’s display terminal to de-energize (LEV)
solenoid.
9. Turn off pumps and re-connect line that had been disconnected in step 5.
10. With step 9 complete, start pumps and engage Manual Lube Cycle (F9) to ensure that pump
functions properly.
NOTE: If grease is not pumped during test, don’t run step 10 any longer than necessary to see
that the pump cycles.
Manual No. 10528 5 - 122 Sept. 2007

WINDOW GUARD FUNCTION CHECK
CAUTION: Before starting test, make sure there is nothing laying on window
guard that could fall off to cause injury to personnel or damage to
machinery. Keep personnel away from window guard area during test.
1. With a 0-1500 PSI gauge at test port 75 and with Window Guard Valve (WGV) de-energized,
energize Main Flow Increase Valve (MFV) via hydraulic test function on operator’s display
terminal screen.
2. Adjust pressure reducing valve (same valve that test port 75 is attached to) see 500 PSI.
3. De-energize Main Flow Increase Valve (MFV) and energize Window Guard Valve (WGV) to
check function. After 3 or 4 cycles, window guard should operate smoothly, without chatter.
WATER INJECTION DRAIN VALVES CHECK
1. With a 0-1500 PSI gauge at test port 74, with pumps running and Water Injection Switch
(WIS) turned OFF, adjust reducing valve at station 1 of 5-station manifold to see 175 PSI.
NOTE: Water Injection Control Valve (WICV) will be energized anytime pumps are running
regardless of whether Water Injection Switch (WIS) is turned ON or OFF. When Water
Injection Switch (WIS) is turned OFF, pump speed control is disabled. When switch
(WIS) is turned ON, pump speed control is enabled.
2. Check function of valves described in valve note.
WATER INJECTION PUMP FUNCTION CHECK
NOTE: This test will involve the need for 10-15 inches of clear water to be added to the inside of
the main portion (above the sump) of the water tank. Check water height by opening top
cover. Needed along with the above is a clean 5-gallon pail and a stopwatch to check
water flow rate.
NOTE: Before starting test, insure that 23 fluid ounces of SAE 30 non-detergent oil has been
poured into water pump crank case.
1. With a 0-7,500 PSI gauge at test port 23 and with a 0-1,500 PSI gauge at test ports 72 and 73
(located at stations 1 and 2 of 7-station manifold) and with Water Injection Switch (WIS)
turned OFF, start pumps and energize Main Flow Increase Valve (MFV) via hydraulic test
function on operator’s display terminal screen.
2. Pressure at test port 73 should be at or near 0 PSI and pressure at 23 should be at or near
3,000 PSI.
Sept. 2007 5 - 123 Manual No. 10528

3. Adjust reducing valve at station 2, as required, so pressure at port 72 is exactly 200 PSI
greater than observed at port 73. Record pressure.
4. De-energize Main Flow Increase Valve (MFV) and turn off pumps. Remove 0-1,500 PSI gauge
from test port 73 and install at test port 23.
5. With pumps running, use shop test function to energize (HPRV) at station 1 (top sandwich
valve).
6. Five seconds after step 5 is accomplished and while (HPRV) is still energized, energize
(MFV) via shop test function.
7. With steps 5 & 6 still in effect, adjust sequence valve at top sandwich valve of station 1, so
that pressure at test port 23 is 300 PSI greater than observed at test port 72. Record pressures.
8. De-energize (MFV) first and then de-energize (HPRV).
CAUTION: Failure to accomplish step 8 in the proper manner described will

destroy gauge at port 23.
9. With suction and discharge hoses of water pumps in place and with water level in tank at the
proper height, energize water system shop test function and start hydraulic pumps. With
water speed control (WIR) at full CCW position, rotate (WIS) Water Injection Switch to ON.
10. With a 0-1,500 PSI gauge at test port 73 and with a 0-7,500 PSI gauge at test ports 23 and 72,
use shop test function to energize (HPRV) and then energize (WPSCV) Water Pump Speed
Control Valve gradually to check function through full speed range. Maximum shaft speed
should be 1,750 RPM.
11. As drive speed increases, pressure at test port 72 should always be 200 PSI greater than the
pressure at port 73. Pressure at port 23 should always be 300 PSI greater than pressure at
port 72.
12. If drive speed cannot be observed, then measure the time in seconds to pump 5 gallons of
water into a 5-gallon pail. With a pump flow of 8 GPM, a 5-gallon container should fill in 37.5
seconds. Record fill time and volume of container.
NOTE: (HPRV) will normally ONLY be energized when the compressor is loaded and water
injection is turned ON. If compressor is unloaded and water pump is running, (HPRV)
will be de-energized and (MFV) ONLY will be energized.
Manual No. 10528 5 - 124 Sept. 2007

NOTE: Volume may be calculated as follows:
Measure I.D. and height in inches.
(I.D.)2 x .7854 x height of water level divided by 231 equals volume in gallons.
Measured volume in gallons x 60 divided by fill time in seconds should equal 8 gal. per
minute.
EXAMPLE:
If I.D. of 5-gallon pail is 11.25" then (11.25)2 x .7854 ÷ 231 = 2.32" of height per gallon; so 5 gallons
will total 11.6" of height.
For reasonable accuracy, the fill time should be at least 30 seconds.
NOTE: If washdown feature is on the machine, leave water drum filled with water to check
washdown function.
WATER INJECTION WASHDOWN CHECK
1. With a 0-1500 PSI gauge at test port 76, and with pumps running, use hydraulic test function
on operator’s display terminal screen to energize Main Flow Increase Valve (MFV) solenoid.
2. Adjust pressure reducing valve located immediately beneath test port 76, to see 175 PSI on
gauge.
3. De-energize Main Flow Increase Valve (MFV).
4. With an empty 5-gallon container available, locate washdown switch and hose.
NOTE: Switch is in operator’s cab on water injection console. A coiled hose with a quarter-turn
shut-off valve is secured on hooks outside of the railing to the rear of the left rear jack
tower. When the switch is energized, the Washdown Valve (WV) will energize causing
a quarter-turn water valve to block flow to the main air line and also causing the water
pump to run at maximum speed.
5. Remove sufficient hose length from the hooks so the manually operated quarter-turn valve
can be positioned close to the 5-gallon container. With quarter-turn valve CLOSED, energize
washdown switch. Open quarter-turn valve to check function.
Sept. 2007 5 - 125 Manual No. 10528

6. Close quarter-turn valve and de-energize switch. Open quarter-turn valve with switch de-
energized to relieve water pressure from the hose.
7. Re-coil hose on hooks.
CHECK JACKS IN AUTO LEVEL MODE
1. Manually position all jacks such that they are midway between the ground and fully up.
2. Position auto level switch to RETRACT mode and observe that all 4 jacks simultaneously
retract.
3. Maintain step 2 until all 4 jacks are fully up, at which time the operator’s display terminal
screen WILL SHOW THE JACKS TO BE FULLY UP and the retract solenoids at the jack
valve control manifold have each turned off. Jack Loader Valve (JLV) will stay energized so
long as the switch position is maintained in RETRACT. When the auto level switch is returned
to NEUTRAL, solenoid JLV should turn off.
4. With all jacks fully extracted, position the auto level switch to extend and observe that all 4
jacks extend simultaneously. Do not extend jacks all the way to the ground.
NOTE: If the crawlers are not mounted, use extreme care during step 5 through step 8.
5. With step 3 and step 4 complete, run each jack down individually and manually check that
each ground pressure switch activates and is shown on the operator’s display terminal screen.
6. With step 5 complete, repeat step 2 and step 3.
7. With step 6 complete, position the auto level switch to EXTEND and observe the following
actions of auto level while maintaining switch position:
a. Starting from full retract into extend, all cylinders will extend at once.
b. As each cylinder pad is lowered enough to generate ground pressure, it will stop moving,
until all four cylinder ground pressure indications are shown on the operator’s display
terminal.
c. If the machine is out of level, it will level itself (first side to side and then front to back).
d. The machine will raise up straight and level on all four jacks.
Manual No. 10528 5 - 126 Sept. 2007

NOTE: Step 5, step 6, and step 7 must be done with EXTREME care if crawlers are not
mounted to machine.
8. With step 7 complete, position auto level switch to RETRACT to check function.
NOTE: If crawlers are unmounted, step 8 should not be run unless AT LEAST one observer is
present outside the machine.
PIPE RACK POSITION CHECK
With 0-7,500 PSI gauge at test port 16, with selector switches in operator’s cab set to DRILL
mode, and at PIPE RACK/JOINTS, proceed as follows:
1. Raise left joystick out of detent, without leaving NEUTRAL, until one second has passed.
NOTE: Step 1 is intended to allow sufficient time for the pipe rack lock pin to unlock the rack,
before rack is allowed to be moved.
2. With step 1 accomplished, move joystick to full stroke, first in one direction and then the
other. Pressure should increase smoothly with increasing stick travel. Pressure should be
2,500 PSI at maximum stroke in STORE position. Adjust port relief, as required. Pressure
should be 3,200 to 3,300 PSI at maximum stroke in OVER-THE-HOLE position.
3. Re-check with selector rotated to all four positions.
PIPE RACK LOCK AND GATE CYLINDER PORT RELIEF SETTING
With the mast in the vertical position, attach a 1,500 PSI gauge to test port 52. With pumps
running, set the relief valve at station 3 of 8 station valve located directly above auxiliary winch, as
required to see 600 PSI.
PIPE THREAD LUBRICATOR CHECK
NOTE: Station 2 of 4-station manifold is located on right side wall of machinery house.
1. Disconnect hose at port A of manifold station 2 and use a 6-ORS plug and cap to seal both
openings.
Sept. 2007 5 - 127 Manual No. 10528

2. Install a 0-1,500 PSI gauge at test port 71.
3. With pumps running and Lubrication Timing Screen showing on the operator’s display terminal,
press F7 to energize Pipe Thread Lubricator Valve (PTLV) solenoid.
4. With step 3 complete, adjust reducing valve at station 2 as required to see 900 PSI on the
gauge.
5. With step 4 complete, press F7 again to de-energize (PTLV) solenoid.
6. Turn off pumps and re-connect line that had been disconnected in step 1. Remove pressure
gauge.
CAUTION: If step 7 will be run with grease and not dry, advise personnel to stay
away from grease discharge.
7. With hydraulic pumps running, press F8 on the operator’s display terminal to energize the
Pipe Thread Lube Pump and observe that pump runs.
NOTE: Pump will time-out at anywhere between 1 and 10 seconds with initial time-out being
set at 2 seconds. Time-out is set on Lubrication Timing Screen on the operator’s
display terminal.
PIPE POSITIONER FUNCTION CHECK
Check function as follows:
1. When positioning switch to OVER-THE-HOLE, the clamp stays open until the position cylinders
are fully retracted, after which time the clamp should close.
NOTE: The clamp must NOT close until after the position cylinders are fully retracted.
2. When positioning the switch to STORE (i.e. moving away from Over-The-Hole), the clamp
must open first, then the position cylinders will extend the clamp away from the drill steel to
the STORED position.
NOTE: The position cylinders must not move until the clamp is fully open.
Manual No. 10528 5 - 128 Sept. 2007

CENTER GUIDE FUNCTION CHECK PLUS CONSTANT PRESSURE CHECK
1. Attach a 0-1,500 PSI gauge to test port 77 at station 7 of 8-station manifold assembly in mast.
2. Attach a 0-7,500 PSI gauge to test port 80 at port 3 of line-mounted dual-relief valve in mast.
3. Attach a 0-1,500 PSI gauge to test port 79 at port 5 of line-mounted dual-relief valve in mast.
4. With steps 1 through 3 complete, proceed as follows:
a. Activate center-guide switch to OVER-THE-HOLE position and maintain switch position

while setting relief valves.
b. Observe that pressure at test port 77 is at or near zero.
c. Set relief valve controlling pressure at test port 80 to see 2,600 PSI.
d. Set relief valve controlling pressure at test port 79 to see 500 PSI.
e. Return switch to spring-centered position and observe that pressure at test port 77
shows 600 PSI.
NOTE: When returning switch to NEUTRAL from center guide Over-The-Hole position, center
guide over-the-hole constant pressure valve will turn ON at station 7 of 8-station
manifold assembly.
5. Remove gauges at test ports 79 and 80 and install a 0-1500 PSI gauge at test port 78 at
station 5 of 8-station manifold assembly.
6. With center guide still over-the-hole from steps 4 and 5, position the switch to STORE and
observe that pressure at test port 77 drops from 600 to nearly 0 PSI.
7. Pressure at test port 78 should be at or near zero while switch is held in STORE position.
8. When center guide is at STORE position, return switch to NEUTRAL and observe that center
guide store constant pressure valve turns ON to raise 600 PSI at test port 78.
9. When 600 PSI shows at test port 78, test port 77 should be at or near zero.
10. When 600 PSI shows at test port 77, pressure at 78 should be at or near zero.
Sept. 2007 5 - 129 Manual No. 10528

11. Anytime center guide over-the-hole or store solenoid is energized, the store and over-the-
hole constant pressure valves should be turned OFF.
AUTOMATIC BREAKOUT WRENCH CHECK
1. Attach a 0- 1500 PSI gauge to test port 82 on reducing/relieving valve to the right of the 8
station valve on the mast.
2. Set reducing valve to 550 PSI.
3. With the drill steel in head, lower the head until the steel enters the deck bushing. Engage the
tool wrenches to securely grasp the pipe.
Activate the automatic breakout wrench switch to EXTEND and then RETRACT to check proper
function.
DUST CONTROL
GENERAL MAINTENANCE
The dust control system on this drill consists of 1) the drilling platform and 2) dust curtains which
trap the cuttings and dust in an area under the machine. Two methods of controlling the trapped
dust are available: water injection which dampens the dust before it leaves the drilling hole, and a
dry-type system which draws the dust ladened air through filter elements which separates the dust
from the air.
DRILLING PLATFORMS AND DUST CURTAINS
• Daily inspect the dust curtains for tears and other damage. Replace worn or damaged curtains.
• Check the curtain raising ropes for broken or frayed ropes. Replace broken or damaged
ropes.
• Check the dust deflector seal which fits around the drill pipe for damage. Replace if damaged.
• Check the curtain raising lever mechanism for proper operation. Lubricate all pins once a
week.
Manual No. 10528 5 - 130 Sept. 2007

WATER INJECTION
The maintenance of the water injection system consists mainly of keeping the water tank full of
clean water, checking weekly that the pump and valves are operating correctly, and that all hoses
and fittings are not leaking.
OPERATION
With the operating mode switch in the DRILL position, the main compressor operating, and butterfly
valve open, turn switch WIS on the operator’s console to the ON position. Solenoid valve WPSCV
will open allowing hydraulic fluid to the water pump drive motor. At the same time the solenoid
valve WICV will open ball valve allowing water to flow from the tank to the pump. In addition, ball
valves will close.
The amount of water supplied is governed by the speed of the pump motor. Moving switch WIR on
the operator’s console CW will increase the amount of water. Full CW will supply the maximum
amount of water.
Because water is always available at the pump inlet, water will begin pumping immediately. Water
will flow from the pump through a flow control valve back to the tank. Once the water pressure
increases over 30 PSI [check-valve cracking pressure] and overcomes air pressure from the mast
air line, the water will begin to flow to the mast air line. Water will continue to flow until the water
injection system is turned OFF or the main butterfly valve starts to close.
When the water injection system shuts down for any reason, valve will close and valves will open
to drain the system by gravity.
FILLING WATER TANK
The fill line of the water tank includes a ball valve-type shutoff and a basket-type strainer.
When filling the water tank, connect the water supply hose to the ball valve. Open the ball valve
and fill the tank. When the tank is full, shutoff the ball valve and disconnect the water supply hose.
Reopen the ball valve and allow the water in the fill line and tank standpipe to drain out. While the
water is draining out it will backflush the strainer.
NOTE: Care must be taken in extreme cold weather that the strainer does not freeze as the
water is draining out of the fill line and backflushing the strainer.
If the strainer must be removed for cleaning, proceed as follows:
Sept. 2007 5 - 131 Manual No. 10528

1. Loosen the two handscrews on the strainer cover.
2. Move the cover to the side. The strainer basket will drop out of the housing.
3. Clean the strainer basket and reassemble into the housing.
4. Close the cover and tighten the cover handscrews.
Manual No. 10528 5 - 132 Sept. 2007

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Manual No. 10528

Section 6
Brakes And Couplings
Always refer to the safety information in Section 1 of this manual before
starting any maintenance procedure on this machine.
Table of Contents
BRAKE HUB INSTALLATION ........................................................................................................ 3

Hub Adapter Pre-Heat Advance Requirements Table .................................................................. 4
MOTOR COUPLING INSTALLATION ............................................................................................ 5
Motor Coupling Pre-Heat Advance Requirements Table ............................................................... 6
PARALLEL MISALIGNMENT .................................................................................................... 7
Checking for Parallel Misalignment ............................................................................................. 7
ANGULAR MISALIGNMENT ..................................................................................................... 8
Checking for Angular Misalignment ............................................................................................. 8
MISALIGNMENT EXAMPLES................................................................................................... 9
Parallel Misalignment Example .................................................................................................... 9
Angular Misalignment Example ................................................................................................... 9
Combination Misalignment Example ............................................................................................ 9
Sept. 2007 6-1 Manual No. 10528

Manual No. 10528 6-2 Sept. 2007

Section 6
Brakes and Couplings
BRAKE HUB INSTALLATION
Brake hubs must be shrunk onto tapered motor shafts in order to achieve the tension and lockup
required for the torque values involved. The procedure described below is intended to develop
sufficient frictional force to transmit the imposed torque without dependence on the keyway.
Clean and dress the bore and shaft to remove any deformity and foreign matter.
Mount the cold hub onto the shaft and measure the position of the hub on the shaft carefully.
Measure from the end of the shaft to the end of the hub. The dimension derived during this step will
be used later.
Remove the hub and pre-heat the item until the “estimated temperature difference” has been
reached. Refer to table below.
Example:
If the shaft temperature = 25° C (77°F) and the estimated temperature difference
derived from the table is 100°C (180°F), the hub must be heated to 125°C
(257°F) for mounting.
CAUTION: BRAKE HUB TEMPERATURE SHOULD NEVER EXCEED 190°C

(374°F) FOR INSTALLATION.
CAUTION: Pre-heated components temperatures will often be brought to

temperatures that can be extremely hazardous to the human body.
USE EXTREME CARE AND ALWAYS WEAR APPROPRIATE SAFETY
EQUIPMENT WHEN WORKING WITH PRE-HEATED COMPONENTS
AND AROUND THE PROCESSES.
Wipe all oil from both the shaft and the bore of the hub prior to installation.
Replace the heated hub on the shaft once again and take care to note the amount of advance
(further movement) onto the shaft that has been obtained. If the advance amount does not fall
within the limits called out in the table it will be necessary to remove the hub and re-heat it to the
specified temperature. IN ALL APPLICATIONS THE PROPER AMOUNT OF ADVANCE MUST
BE ACHIEVED!
Sept. 2007 6-3 Manual No. 10528

The taper fit between mating parts shall be checked at assembly with Dykem or Blueing to assure
a minimum of 80% bearing contact.
chhubadv
Hub Adapter Pre-Heat Advance Requirements Table
NOTE: This table makes reference to brake hubs only, motor coupling advance data appears in
a separate table later within this section.
Manual No. 10528 6-4 Sept. 2007

MOTOR COUPLING INSTALLATION
Motor couplings must be shrunk onto tapered motor shafts in order to transmit the torque values
involved without slippage. The procedure described below is intended to develop sufficient frictional
force to transmit the imposed torque without dependence on the keyway.
Clean and dress the bore and shaft to remove any deformity and foreign matter.
Mount the cold coupling onto the shaft and measure the position of the coupling on the shaft carefully.
Measure the distance from the end of the coupling to the end of the shaft. The dimension derived
during this step will be used later.
Remove the coupling and pre-heat the item until the “estimated temperature difference” has been
reached. Refer to table below.
Example:
If the shaft temperature = 25° C (77°F) and the estimated temperature difference
derived from the table is 100°C (180°F), the coupling must be heated to 125°C
(257°F) for mounting.
CAUTION: PINION OR BRAKE COUPLING TEMPERATURE SHOULD NEVER

EXCEED 190°C (374°F) FOR INSTALLATION.
CAUTION: Pre-heated components temperatures will often be brought to

temperatures that can be extremely hazardous to the human body.
USE EXTREME CARE AND ALWAYS WEAR APPROPRIATE SAFETY
EQUIPMENT WHEN WORKING WITH PRE-HEATED COMPONENTS
AND AROUND THE PROCESSES.
Wipe all oil from both the shaft and the bore of the coupling prior to installation.
Replace the heated coupling hubs on the shaft once again and take care to note the amount of
advance (further movement) onto the shaft that has been obtained. If the advance amount does
not fall within the limits called out in the table it will be necessary to remove the coupling and re-heat
it to the specified temperature. IN ALL APPLICATIONS THE PROPER AMOUNT OF ADVANCE
MUST BE ACHIEVED!
Sept. 2007 6-5 Manual No. 10528

The taper fit between mating parts shall be checked at assembly with Dykem or Blueing to assure
a minimum of 80% bearing contact by marking during initial fit-up and comparing to actual fit after
assembly.
chcpgadv
Motor Coupling Pre-Heat Advance Requirements Table
MOTOR COUPLING ALIGNMENT
Final alignment of direct-driven units is made by moving or shimming the unit so that misalignment
of the unit and drive shafts is within required tolerance from the general arrangement drawing
received with your machine. Misalignment can be either offset, angular, or a combination of both.
Misalignment can occur in both the vertical and the horizontal plane. Refer to the following illustrations
to bring couplings within the maximum acceptable misalignment.
The following method of coupling alignment uses a dial indicator. Readings taken 180 degrees
apart will measure the runout in one plane. It is important to rotate both shafts to avoid errors due
to surface imperfections of the shafts or couplings.
Manual No. 10528 6-6 Sept. 2007

PARALLEL MISALIGNMENT
cpgpmaln
Checking for Parallel Misalignment
1. Mount the indicator on this coupling hub.
2. Take readings in the horizontal plane at 90 and 270 degree positions on the hub while turning
the shafts.
3. Correct offset misalignment in the horizontal plane by shifting inboard and outboard feet an
equal distance.
4. Take indicator readings in the vertical plane at 0 and 180 degree positions.
5. Correct offset misalignment in the vertical plane by adding or removing an equal thickness of
shims at each foot.
Sept. 2007 6-7 Manual No. 10528

ANGULAR MISALIGNMENT
cpgamaln
Checking for Angular Misalignment
1. Mount the indicator between the coupling hubs.
2. Measure the gap between the hubs at 90 and 270 degree positions.
3. Shift the outboard feet until coupling faces are parallel in the horizontal plane.
4. Take coupling readings at 0 and 180 degree positions.
5. Raise or lower the outboard feet with shims to parallel coupling faces in the vertical plane.
Manual No. 10528 6-8 Sept. 2007

MISALIGNMENT EXAMPLES
cpgpmex
Parallel Misalignment Example
cpgamex
Angular Misalignment Example
The following condition is

encountered often after major
repairs have been made to a
machine. To remedy this condition
approach the problem from one
aspect (either angular, or parallel)
at a time. Once close perform the
procedure for the other.
Duplication of either, or both
processes may be required.
cpgcmex
Combination Misalignment Example
Sept. 2007 6-9 Manual No. 10528

Manual No. 10528 6 - 10 Sept. 2007

Section 7
Compressed Air System
Table of Contents
COMPRESSED AIR SYSTEMS .................................................................................................... 3

AIR COMPRESSOR ..................................................................................................................... 4
Separator Control Components ................................................................................................... 5
AIR INTAKE FILTER ................................................................................................................ 6
OIL DRAIN VALVE ................................................................................................................... 7
VARIABLE VOLUME CONTROL ............................................................................................. 7
SEPARATOR MAINTENANCE ................................................................................................ 9
SEPARATOR COVER HARDWARE TIGHTENING PROCEDURE ................................ 10
ROTARY SCREW COMPRESSOR ..................................................................................... 11
Compressor Air End Assembly .................................................................................................. 11
COMPRESSOR START-UP ................................................................................................. 13
COMPRESSOR SHUTDOWN MODES ............................................................................... 14
COMPRESSOR FAILURE FAULT .................................................................................. 14
COMPRESSOR COOLING FAILURE FAULT ................................................................. 14
COMPRESSOR OVERHEAT FAULT .............................................................................. 14
COMPRESSOR AIR TEMPERATURE FAULT ................................................................ 14
THERMOSTATIC CONTROL VALVE .................................................................................... 15
INTAKE VALVE, AIR END ...................................................................................................... 17
AIR END INPUT SHAFT OIL SEAL REPLACEMENT ............................................................ 21
INLET REGULATING VALVE.................................................................................................. 22
AIR PRESSURE CONTROL VALVE ..................................................................................... 23
DISCHARGE AIR TEMPERATURE GAUGE ......................................................................... 23
SAFETY RELIEF VALVE ....................................................................................................... 24
SOLENOID BLOWDOWN VALVE ........................................................................................ 24
COMPRESSOR OIL STRAINER & FILTERS ....................................................................... 24
SCHEMATIC, COMPRESSED AIR ..................................................................................... (insert)
Sept. 2007 7-1 Manual No. 10528

Manual No. 10528 7-2 Sept. 2007

Section 7
Compressed Air System
COMPRESSED AIR SYSTEMS
The main air system supplies compressed air

for bailing the hole during drilling. The air also
cleans and cools the bearings in the bit. The
air is compressed by a rotary oil flooded screw
air compressor. Inlet air passes through a filter
before entering the compressor.
Inside the air end the air stream will pass

through a poppet valve used to control the
amount of air in the compressor. Oil is then
injected into the air stream to lubricate, cool
and seal the screws of the air end. The
compressed air/oil mixture leaves the air end
and enters the separator tank. The separator
tank removes the oil from the air stream. The
separator uses swirling action in combination
with 3 filter elements to remove the oil from
the air. The air is then passed through a
butterfly valve into the mast air pipe.
When the main air valve is activated, a butterfly

valve in the mast air pipe is opened and the
air flows through the main air piping to the
rotary head. A passage in the rotary shaft
allows air to flow into the drill pipe, through the
bit and out of the hole, carrying out the cuttings.
When the compressor is unloaded by the operator switching into vent mode, the poppet valve at
the inlet of the compressor closes, the main air valve closes in the discharge pipe, the blowdown
valve opens allowing the air in the tank to go to atmospheric and the horsepower drawn from the
motor will be greatly reduced.
The general maintenance required for the main air system consists mainly of inspection of the
components of the system to see that they are working properly and that all liquids are at their
proper levels.
Sept. 2007 7-3 Manual No. 10528

AIR COMPRESSOR
The air compressor assembly is composed of the air end, separator tank and associated piping,
valves, gauges and filters. The compressor is located on the left side of the machine at the rear of
the power module.
Manual No. 10528 7-4 Sept. 2007

Separator Control Components
Sept. 2007 7-5 Manual No. 10528

AIR INTAKE FILTER
CAUTION: Take care to not allow

dust, dirt or any foreign
objects to fall into the
compressor inlet during
filter servicing.
This machine uses canister type air intake filter

assemblies. One is located on the air compressor
and one on the engine. To replace a filter element,
remove the top cover, replace the element and
reinstall the cover. New sealing washers should
be used when servicing the air cleaner.
Should the air intake assembly require removal,

remove the 12 hex head capscrews that fasten
the intake to the machine, then lift the intake
assembly off the machine. Remove and replace
the mounting gasket if required. Reinstallation is
the opposite of removal.
An air flow indicator is located at the base of the

intake filter. Flow through the system will draw
the indicator in toward the component during
operation. If air flow is indicated while the system
is off, push the reset pushbutton to restore the
indicator.
Each of the three air cleaners located on top of

the manifold consist of 1) a filter precleaner, and
2) the air cleaner. The precleaner filter should be
inspected frequently and cleaned whenever
necessary. The air cleaner medium should also
be inspected at regular intervals (at least every
two months), or more often as conditions warrant.
If dirty, the medium can be cleaned in a soapy water
solution. Allow the medium to dry completely before
reinstalling it. The Primary Air Cleaner Medium
should be replaced annually, or whenever a tear,
hole or rupture is found during inspection.
Manual No. 10528 7-6 Sept. 2007

OIL DRAIN VALVE
A drain valve is located beneath the main frame immediately below the separator tank. Use this
valve to drain oil from the tank. Also located here is a quick fill port with a check valve. The quick fill
point is locate on the outer walkway. The check valve is used in line to prevent oil backflow.
VARIABLE VOLUME CONTROL
The variable volume feature is used to decrease the bailing velocity to reduce or eliminate
sandblasting of the drill pipe and bit. This will result in increased life of these components. To
reduce the bailing velocities, reduce the air flow rate or “CFM” of the compressor. Turning the
variable volume control switch on the operator’s display will open the poppet valves integral to the
compressor, reducing in three steps (1 - Poppet Open 92%, 2 - Poppet Open 75%, 3 - Poppet
Open 68%) the amount of air produced by the compressor.
With the compressor CFM reduced, the operator can inspect the size of the chips produced from
drilling and keep track of the life of the bit and drill tool. From this information, the optimum air
volume can be determined.
Many bit manufacturers have instructional literature available with bit pressure tables. These tables
will show what the bit pressure should be based on the size of orifices in the bit and the CFM
produced by the compressor. Once the desired bailing velocity has been determined, adjust the
variable volume switch to obtain the desired bit pressure.
Sept. 2007 7-7 Manual No. 10528

NOTE: After adjusting the variable volume control, especially when reducing the compressor
CFM by a large amount, make sure the tank pressure while drilling is greater than 30
PSIG. This will avoid excessive oil carryover.
Refer to the figure below for variable volume component locations.
Manual No. 10528 7-8 Sept. 2007

SEPARATOR MAINTENANCE
The air compressor separator tank contains 3 air filter cartridges. These must be changed at 4000
hours or anytime more than 10 PSI pressure differential exists across the filters, or if the compressor
starts to bypass oil. To replace the separator filter cartridges:
1. Shut down the machine. Ensure that the engine and compressor are powered down. Relieve
any residual pressure in the main air line and the separator tank.
2. Loosen the 24 hex nuts that attach the separator cover to the tank. Loosen each nut enough
to allow the attaching bolt to be pulled away from the tank and lowered.
Sept. 2007 7-9 Manual No. 10528

3. With all 24 bolts pulled away, use the installed hydraulic jack at the lower, front of the separator
tank to raise the separator cover enough to clear the filter cartridges.
NOTE: Be sure that the cover seal is not damaged during cover seal removal.
4. Once lifted, rotate the cover out of the way.
5. Remove the 3 hex nuts and the filter retainer which covers one of the filter cartridges.
6. Pull the filter cartridge out of the separator tank. Repeat for the remaining 2 cartridges.
Inspect all parts. Repair or replace as required. Reassembly is the opposite of disassembly. Note
the following:
SEPARATOR COVER HARDWARE TIGHTENING PROCEDURE
Refer to the label on the left side of the separator tank. If the label is not readable, use the following
tightening sequence.
Tighten all 24 bolts hand-tight to begin. Then tighten all bolts in order. Start at any
bolt and continue around in consecutive order. Tighten the bolts incrementally 3
times as follows:
1. Tighten ALL bolts to 25 Ft. Lbs.

2. Tighten ALL bolts to 60 Ft.Lbs.
3. Tighten ALL bolts to 90 Ft.Lbs.
Manual No. 10528 7 - 10 Sept. 2007

ROTARY SCREW COMPRESSOR
Compressor Air End Assembly
Sept. 2007 7 - 11 Manual No. 10528

The air end of the compressor is an oil flooded, single-stage,

twin screw, rotary type. The suction (inlet) port is located on
the top, drive shaft (inboard) end of the compressor. The
discharge port is located on the bottom (outboard) end. The
air end is directly driven through a flexible coupling from the
power drive transmission. The male rotor of the air end is
driven by a gear mounted on an independent input shaft and
a mating gear on the male rotor. The female rotor is driven
by the male rotor because the rotors are meshed.
Air circulates through the system beginning at the air intake filter, passes through the intake valve
and into the air end where it is compressed. As the male rotor is turned counterclockwise (by the
clockwise rotation of the gear shaft and gears - not shown), it drives the female rotor
counterclockwise. This action causes air to be drawn through the suction port completely filling the
uncovered channels or grooves between the spiral (helical) lobes in the male and female rotors.
As the rotors continue to turn, the lobes begin to inter-mesh at the bottom. This inter-meshing
causes the spiral grooves to become shorter, thus resulting in the compression of the air entrapped
in the grooves. Compression continues until the grooves are uncovered by the discharge port.
From the air end, compressed air is discharged at rated pressure into the air/oil receiver.
During the compression process, cool oil is injected into the entrapped air by a gear-type oil pump,
direct driven by the outboard end of the female rotor. The oil is injected for the following reasons:
Cooling: The oil removes the heat of compression to maintain discharge air
temperatures below 225°F (107ºC).
Sealing: The oil seals the internal clearances between the rotor, cylinder, and
discharge end casing to prevent loss of air volume back to the inlet.
Lubrication: The oil lubricates the rotors, bearings, gears, and mechanical shaft
seal.
Manual No. 10528 7 - 12 Sept. 2007

Separation of the oil from the air which was injected into the air end during compression begins in
the separator. From 90% to 95% of the oil separation from the air is accomplished by a decrease
in air velocity, changes in flow direction, adequate baffling and proper location of the inlet port.
Final air/oil separation is obtained by forcing the flow through the separator elements to provide
practically oil-free air at the outlet. Oil collected by the separator elements is returned to the system
by the compressor scavenging line. To prevent tank over-pressurization, an air pressure relief
valve is installed downstream or on the dry-side of the separator elements.
COMPRESSOR START-UP
NOTE: For accurate readings, the machine must be level when checking the oil level.
1. COMPRESSOR OIL - The compressor air end, separator and cooler must be filled with the
recommended compressor oil.
NOTE: After initial start-up, the oil level in the separator will drop due to the oil filling the piping
system. Shut down the compressor after approximately 15 minutes of operation. Allow
the machine to sit for 10 to 15 minutes to allow air bubbles to settle out of the oil. Check
the oil level gauge. If the oil level is below the sight glass, refill to the top of the sight
glass.
CAUTION: The system contains hot oil under pressure. Always check the
pressure gauge to make certain the pressure is at zero before
opening the fill plug.
2. DRAIN THE CONDENSATE - Open the drain valve slightly to drain off any condensate into
a container. Close the valve securely when oil appears. Dispose of the oil and condensate
properly.
3. START THE UNIT - Start-up the compressor.
4. OBSERVE THE DISCHARGE AIR PRESSURE - During drilling operations, the main air
valve will maintain a minimum pressure of approximately 30 PSIG in the receiver. Pressure
higher than this minimum will be regulated by the drill bit orifice size or air pressure control
valve setting. The discharge air pressure must not operate above the maximum rating plate
pressure during the loaded cycle. However, momentary high pressures up to the 75 PSIG
are permitted (e.g. to blow out clogged drill bit orifices).
NOTE: The tank safety valve is set at 140 PSI and should be replaced or serviced anytime it is
opened.
5. OBSERVE THE DISCHARGE AIR TEMPERATURE - The maximum discharge air temperature
must not exceed 225°F (107ºC).
Sept. 2007 7 - 13 Manual No. 10528

NOTE: The air temperature limit is factory set to shut down the unit at 225°F (107ºC).
6. OBSERVE THE OIL INJECTION TEMPERATURE - The oil injection temperature must not
exceed 180°F (82ºC).
7. PERFORM MAINTENANCE CHECKS - Refer to the proper area of this manual for
recommended maintenance checks.
8. UNLOAD THE COMPRESSOR – To unload the compressor, the compressor vent valve
(CVV) is energized, closing the inlet valve, and the drill air solenoid valve (DAV) is energized
to close the main air valve. The air pressure in the tank is bled down using the blow down
solenoid valve. Air pressure in the tank will range from 0 to 45 PSI, depending on the quality
of the seal on the inlet valve.
NOTE: The discharge air temperature must not exceed 225oF (107ºC). Oil injection
temperature must not exceed 180oF (82ºC).
COMPRESSOR SHUTDOWN MODES
COMPRESSOR FAILURE FAULT
The compressor will shut down if the air temperature is above 225ºF (107oC).
COMPRESSOR COOLING FAILURE FAULT
The compressor will shut down if the air temperature is above 185ºF (85ºC).
COMPRESSOR OVERHEAT FAULT
This fault occurs when the air temperature is above 205ºF (96oC)
COMPRESSOR AIR TEMPERATURE FAULT
If the air temperature reaches 225ºF (107oC), the compressor will shut down.
Manual No. 10528 7 - 14 Sept. 2007

THERMOSTATIC CONTROL VALVE
The thermostatic (3-way) control valve controls the oil flow to maintain a 130°F (54°C) minimum oil
injection temperature.
On start-up, with the unit cold, the thermal element is open to the bypass line. Oil flows from port
B through port A to the compressor, bypassing port C to the cooler. The element is factory set to
open at 130°F (54°C). As the receiver oil warms up to this temperature, the thermal element
gradually closes port B and opens port C. This allows the cool oil from the radiator cooler to mix
with the bypass oil. After the unit is warmed-up, the thermostatic control valve will normally be
open to port C. This produces an oil injection temperature above 130°F (54°C), but not higher than
the 150°F (65°C) maximum allowed.
Sept. 2007 7 - 15 Manual No. 10528

If the compressor shuts down under high air temperature conditions, the thermal element may be
stuck in the bypassed position from port B to port A. Let the unit cool down and then restart the
compressor. If the oil injection temperature continues to rise past the 150°F (65°C) maximum
allowable, shutdown the unit immediately. Remove, clean, test, and replace the thermostatic element,
if required.
Removal, clean and test the thermostatic control valve as follows:
1. Shut down the compressor. Lockout and tag the compressor controls. Allow the system to
cool if at all possible. Drain the oil. Relieve the oil pressure in the lines to and from the
thermostatic valve.
2. It may be necessary to remove the thermostatic valve from the machine in order to separate
the components. However this is not required. At least disconnect the compressor supply
hose at valve port A.
DANGER: STORED ENERGY! At operating temperature, the hydraulic fluid is

are hot and pressurized. Hot hydraulic fluid may cause burns.
Hydraulic fluid under pressure may cause injury or death if not
released in a controlled manner before the lines are disconnected.
3. Remove the four bolts and lockwashers attaching the adapter housing at port A.
4. Remove the adapter housing and O-Ring.
5. Remove the thermostatic element assembly and seal.
6. Clean the element and test as follows:
CAUTION: The valve housing and thermostat may be hot. Use suitable protective
equipment when handling any hot items.
7. Place the element in 150°F (65°C) water and stir the water vigorously with the element for 5
minutes. Immediately place the element in the housing. If the element is fully stroked, the
seating of the element against the upper housing can be felt. If the element is not fully
stroked and seated, replace with a new element, [130°F (54°C) setting] .
CAUTION: Replacement element must be the same as the original. Do not

replace with other brands.
8. Clean the internal surfaces of the adaptor housing and the main valve housing.
9. Lubricate a new O-Ring and slide it over the top of the element assembly and into position on
the element.
10. Place a new housing gasket in the recess of the main valve housing.
11. Insert the element into the adapter housing. Install the adapter housing over the element.
12. Install the housing capscrews and lockwashers and tighten. Refill the oil in the system. Remove
the compressor lockout and restart the compressor. Test for leaks and for proper operation.
Manual No. 10528 7 - 16 Sept. 2007

INTAKE VALVE, AIR END
The intake valve plate and operating piston are located in the upper section of the air end cylinder.
To service the intake valve proceed as follows:
CAUTION: Take great care not to allow cleaning material, debris, tools or small
components to fall into the air intake opening.
1. Remove the air intake filter

adapter flange bolts.
2. Carefully lift the air intake

filter assembly from the air
end.
NOTE: DO NOT slide the air

cleaner off the air end as
damage to the intake
operating piston rod
could occur. The intake
assembly must be lifted
straight up several
inches to clear the valve
assembly.
3. Remove and discard the

air cleaner to air end
mounting flange gasket.
NOTE: Take care not to damage

the valve plate retaining
flange by dropping, etc.
4. Remove the valve plate

retaining flange bolts, if used,
and remove the flange.
NOTE: A high temperature chemical

sealer is used as a gasket
between the flange and air
end.
5. Lift the intake valve plate up and off the piston rod.
6. Remove the valve plate spring from the retainer.
Sept. 2007 7 - 17 Manual No. 10528

Manual No. 10528 7 - 18 Sept. 2007

7. Remove the piston retainer plate bolts and remove retainer plate.
NOTE: A high temperature chemical sealer is used as a gasket between the plate and the
piston cylinder.
8. Remove the piston springs. Remove the piston and rod assembly by pulling up on the piston
rod. Remove the piston seals from the piston. Discard the seals.
9. Remove the piston cylinder socket head bolts and remove the piston cylinder.
NOTE: A high temperature chemical sealer is used as a gasket between the piston cylinder
and air end.
10. Clean all parts thoroughly. Inspect for wear or damage and replace as required. Make certain
all old sealing material is removed from the sealing surfaces.
CAUTION: Take great care not to allow cleaning material, debris, tools or small
components to fall into the air intake opening.
Normally, further disassembly is not required. However, if the operating piston or piston rod is to be
replaced, refer to step 11. If the operating piston rod bushing is to be replaced refer to step 12.
11. To replace a piston or piston rod, proceed as follows:
a. Place the piston rod in a soft (wood, copper or brass) jaw vise and clamp securely.
b. With the correct size wrench, loosen and remove the piston rod bolt.
c. Replace the damaged parts and reassemble the piston on the piston rod.
d. Coat the threads of the piston bolt with thread locking compound (Loctite® 242 or
equivalent).
e. Reinstall the bolt and tighten securely.
12. To replace the piston rod bushing in the piston retainer, proceed as follows:
a. Place the piston retainer bottom-side-down on a solid, flat surface (bench or press
base). Using the correct size shoulder drift (bushing drive), drive or press the bushing
downward and out of the retainer.
NOTE: To loosen the locking compound on the bushing, it may be necessary to heat the
retainer with a soft flame to 200°F (93°C). This will soften the locking compound.
Sept. 2007 7 - 19 Manual No. 10528

CAUTION: Take all necessary precautions when heating the retainer. Also, use
proper equipment when handling the heated item.
b. Clean the bore of the bushing thoroughly.
c. Coat the new bushing with locking compound (Loctite 609 or equivalent) and reinstall
(press or drive) the bushing into the retainer.
d. Allow the retainer to set for 15 minutes to cure the compound. Remove all excess
compound.
e. Check the fit of the bushing on the piston rod for free movement. Remove burrs and
burnish the bushing as necessary to obtain free movement of the piston rod in the
bushing. Apply a small (1/16" diameter) continuous bead of sealer (Loctite 515 or
equivalent) to the piston cylinder mounting face of the air end cylinder.
13. Reinstall the piston cylinder (with the bolt holes correctly aligned) on the mounting face on
the air end cylinder.
14. Coat the threads of the piston cylinder bolts with locking compound (Locktite (r) 242 or
equivalent) and install the piston cylinder. Tighten securely.
15. Install new seals on the piston. Position the seals so that the upper seal-lip is turned up and
the lower seal-lip is turned down.
16. Lubricate the piston seals and piston cylinder bore with silicon lubricant (Dow Corning 55M
or equivalent).
17. Insert the piston into the piston cylinder. Take care not to deform or damage the seals during
installation.
18. Reinstall the piston springs.
19. Apply a small (1/16" diameter) continuous bead of sealer (Locket 515 or equivalent) to the
top end of the operating piston cylinder.
20. Coat the threads of the piston retainer bolts with locking compound (Locket 242 or equivalent).
21. Install piston retainer with bolts. Tighten bolts securely.
22. Reinstall the intake valve plate spring.
Manual No. 10528 7 - 20 Sept. 2007

23. Reinstall the intake valve plate. Make certain the valve plate slides freely on the operating
piston rod.
24. Apply a small (1/16" diameter) continuous bead of sealer (Loctite 515 or equivalent) to the
valve plate retaining flange mounting surface of the air end cylinder (inlet opening).
25. Carefully reinstall the valve plate retaining flange with bolt holes correctly aligned. Reinstall
the flange retaining bolts, if used.
26. Install a new air intake filter mounting flange gasket.
27. Reinstall the air intake filter. Reinstall the bolts and tighten securely.
AIR END INPUT SHAFT OIL SEAL REPLACEMENT
The air end input shaft rotary oil seal may be

replaced as follows:
1. Remove the drive shaft guard cover.
2. Remove the coupling halves. (Remove

main motor to gain access to the coupling
halves.)
3. Retain the coupling halves.
4. Disconnect and remove the oil line from

the seal retainer.
5. Match-mark the seal retainer and gear

housing cover to assist with correct
reassembly.
6. Remove the oil seal retainer bolts and

remove the retainer.
7. Remove the oil seal assembly, including

the spring and spring guide, from the input
shaft.
8. Remove the oil seal face insert, with O-Ring seal, from the retainer. Remove the retainer O-
Ring seal from the retainer. Discard the face insert, with O-Ring seal, and retainer O-Ring
seal.
Sept. 2007 7 - 21 Manual No. 10528

9. Thoroughly clean all remaining parts.
10. Lubricate the new seal face insert and O-Ring seal with clean compressor oil. Install the
insert in the seal retainer. Install the new retainer O-Ring seal and lubricate with clean
compressor oil.
11. Lubricate the rotary seal assembly with clean compressor oil, including the carbon ring. Install
the seal spring guide, spring and seal assembly on the input shaft.
NOTE: Remove all burrs that may be on the input shaft prior to installing the seal.
CAUTION: Be careful not to scratch the seal face insert, or scratch or break the
carbon ring of the seal assembly. Wipe the tapped (mating) surfaces
of the seal insert and carbon ring with a clean lint-free cloth before
installing the seal retainer.
12. Carefully reinstall the seal retainer and retainer bolts. Tighten the bolts securely.
13. Reinstall the oil line on the seal retainer.
14. Install the coupling halves and reinstall the main motor, making sure to accurately align the
main motor and air end shafts. When installing the coupling halves, use loctite and torque
bolts to 75 ft/lbs on both the compressor and pump drive ends and then reinstall the drive
shaft cover guard.
INLET REGULATING VALVE
At start-up, the rotation of the compressor rotors produces a vacuum downstream from the inlet
regulating valve. This drop in pressure causes the atmospheric pressure upstream of the valve to
“push” the inlet valve completely open and thus provides full flow of air into the compressor. As
explained above, the inlet valve is closed to restrict the amount of air allowed into the compressor.
A piston located under the inlet valve is used to close the valve. The air control valve and CVV valve
are used to control oil or air flow into the piston chamber. The orifice in the system is required to
bleed air from the inlet valve piston or diaphragm when full air is required again.
In addition to regulating the inlet air volume, the inlet valve also acts as a check valve when the
compressor shuts down. When the compressor shuts down, the regulating valve spring will rapidly
close the inlet valve. This prevents the pressurized air and oil in the compressor and downstream
system from flowing back through the inlet air filters.
Manual No. 10528 7 - 22 Sept. 2007

AIR PRESSURE CONTROL VALVE
The purpose of the air pressure control valve is to control the receiver pressure by opening or
closing the inlet regulating valve. If the receiver air pressure is not equal to 75 PSI, when the inlet
poppet valve is closed, the air pressure control valve setting must be re-adjusted as follows:
1. Start the compressor and bring system up to normal conditions.
2. In the operator’s cab, place the Drill – Vent Mode selector switch in the Vent Mode.
3. Loosen the DIN connector at the top of the CVV valve and disconnect it from the valve.
4. Locate the Air Pressure Control Valve, on the bottom of the manifold, directly below the CVV.
5. Loosen the locknut on the air pressure control valve stem. Rotate the adjustment screw until
75 PSI is observed at gauge P3. Clockwise to increase pressure, counterclockwise to
decrease pressure. Re-tighten the lock nut.
6. Return the plug on the CVV valve for at least one minute.
7. Remove DIN connector at the top of the CVV valve again to verify that the pressure at P3 is
set to 75 PSI.
8. If the pressure is at 75 PSI, reinstall the DIN connector on CVV and return the machine to
operation.
DISCHARGE AIR TEMPERATURE GAUGE
This temperature gauge is a direct reading temperature gauge which indicates the air temperature
at the compressor discharge flange.
CAUTION: This reading must not exceed 225°F (106°C) at any time.
Sept. 2007 7 - 23 Manual No. 10528

SAFETY RELIEF VALVE
The pressure safety relief valve is located on the side of the receiver and is set to relieve the
pressure at 125 PSIG. Periodic checks should be made to insure its proper operation.
CAUTION: Never operate the unit without a proper safety valve setting.
SOLENOID BLOWDOWN VALVE
The solenoid blowdown valve is installed on the receiver outlet and will automatically open and
blowdown the receiver, piping and compressor air end when the compressor is stopped. The
blowdown time is approximately one minute to reduce the pressure down to 0 PSIG.
NOTE: Too rapid a blowdown would cause oil foaming and excessive oil carry-over past the oil
separator.
COMPRESSOR OIL STRAINER & FILTERS
The compressor oil system contains one oil filter. This 10 micron filter is installed to filter the oil
supply to the compressor (rotors), bearings, mechanical seal, and gears where clean oil is especially
desired for optimum life expectancy.
The fluid flow is always from the inside to the outside of the filter element. A diverter/bypass valve,
located in the filter head, reduces turbulence and minimizes pressure drop. The diverter/bypass
valve insures full-flow filtration until bypass is reached. The large size of the valve insures a low
pressure drop when bypass setting is reached.
It is important that the filter element be changed when the compressor oil filter symbol appears on
the PLC and a closed filter, or when a visible indicator appears on the COFS. As a preventative
maintenance procedure, the user should consider changing the filter elements at least every oil
change, even though the indicator may not have tripped. Clean oil is essential for maximum
compressor life.
When replacing the filter element, use the following procedure:
1. Shut down the compressor and relieve all pressure in the filter line.
2. Remove drain plug and drain oil from filter.
NOTE: Place a large oil pan under drain before removing plug. Replace and tighten plug.
Manual No. 10528 7 - 24 Sept. 2007

3. Loosen the bolts on top of the filter. Rotate cover and lift-off from housing. Remove bypass
valve by lifting on handle provided.
4. Reach into filter bowl and remove element. Dispose of used element.
5. Slide the new filter element into bowl, making sure it slides over the bottom sleeve. Check
tightness of mounting sleeve each time the filter element is changed.
6. Inspect the O-ring gasket in the filter head and replace only if it is cut or cracked.
7. Replace the top of the filter housing, making sure the sleeve goes into the filter element.
8. Tighten the filter cover and torque hand tight.
9. Restart and check for leaks.
NOTE: For Compressor oil requirements and procedures, refer to Section 3 - LUBRICATION
in this manual.
Sept. 2007 7 - 25 Manual No. 10528

Manual No. 10528 7 - 26 Sept. 2007

Manual No. 10528

Section 8
Heating, Ventilation and Air Conditioning
Table of Contents
AIR CONDITIONING UNIT ............................................................................................................. 3

DESCRIPTION ........................................................................................................................ 3
OVERVIEW ............................................................................................................................. 3
EVAPORATOR ........................................................................................................................ 3
CONDENSER ......................................................................................................................... 4
SPECIFICATIONS ................................................................................................................... 4
HOUSE FANS ............................................................................................................................... 5
INSPECTION ........................................................................................................................... 5
LUBRICATION ......................................................................................................................... 6
Sept. 2007 8-1 Manual No. 10528

Manual No. 10528 8-2 Sept. 2007

Section 8
Heating, Ventilation and Air Conditioning
AIR CONDITIONING UNIT
DESCRIPTION
SIGMA MPV9 climate control units are heavy duty systems designed to be roof mounted on the
cabs of industrial and mining equipment.
This unit will provide superior performance in a variety of climate conditions and under the most
harsh environment.
OVERVIEW
EVAPORATOR
Air is drawn from beneath the unit, passes over the heat exchanger coil and the heating elements
into a double-wheel fan where it is discharged through the base of the unit into the conditioned
space below.
The refrigerant id metered by an externally mounted TX valve, and is cut off by a liquid line solenoid
valve.
The heat exchanger is large, constructed of heavy gauge tubing with a coarse fin pitch to reduce
clogging.
The fan motor is a large shaft, totally enclosed unit that is air cooled.
All pressure controls within the evaporator unit are fully sealed, preset and “O” ring connected.
Sept. 2007 8-3 Manual No. 10528

CONDENSER
The compressor is a heavy duty, fully sealed scroll type device. The unit is mounted in flexible
mounts in an effort to reduce noise and vibration.
All connections are either soldered, “O” ring type or rotalok.
A large liquid drier is place within the liquid line to filter moisture from the refrigerant.
The condenser operates at a single speed only.
SPECIFICATIONS
Nominal Cooling Capacity 31,000 Btu/hr@460V/60Hz
27,000 Btu/hr@380V/50Hz
Power requirements 380V/3ph/50Hz 415V/3ph/50Hz 460V/3ph/60Hz
17.5 Amps 19.0 Amps 21.0 Amps
Refrigerant HFC 134a – 24 lbs.
Oil POE Variety Mobil Arctic EAL22CC or ICI Emcarate RL32CF
Compressor Fully sealed, scroll type
Condensor Coil 5 row, 3/8 inch copper tube with 8 aluminum fins/inch
Evaporator Coil 4 row, 3/8 inch copper tube with 10 aluminum fins/inch
Detailed information on theMPV9 can be found in the vendor’s documentation that accompanied
your machine and the General Arrangement drawings provided by Bucyrus International.
Manual No. 10528 8-4 Sept. 2007

HOUSE FANS
INSPECTION
Check the blades for grease and/or dirt accumulation. Clean if necessary. Blades should rotate
freely without binding.
If vibration is detected, check the following
1. Bearing and drive alignment
2. Shaft straightness
3. Wheel or sheaves loose on shaft
4. Loose or worn bearings
5. Loose mounting bolts
6. Motor out-of-balance
7. Sheaves out-of-balance
8. Nose cap loose on wheel
9. Worn or corroded wheel
10. Accumulation of material on the wheel
11. Cracks on blades and/or at the hub
12. Worn fan blades and hubs
Sept. 2007 8-5 Manual No. 10528

LUBRICATION
All bearings are pre-lubricated and sealed at the factory. Under normal temperature conditions
(-20° to +150°F), when the fans are circulating clean air, the bearings are considered lubricated for
life and additional lubrication is unnecessary.
If the fans are circulating contaminated air, or operating at elevated temperatures, periodic lubrication
is required.
For normal temperatures, a high quality, light neutral mineral grease is used. It is free of abrasive
fillers and highly resistant to oxidation.
When fans are operating at elevated temperatures (166°F or higher), silicone or lithium soap base
grease should be used. This high temperature grease should have a breakdown point above 350°F.
Use a low pressure grease gun for fan bearings. It is preferable that either the gun or the fitting be
vented. To prevent overfilling apply only a small amount of grease.
This is especially important when extended lubrication piping is used and the bearing cannot be
observed.
Manual No. 10528 8-6 Sept. 2007

Section 9
Engineering Data
Table of Contents
CAPSCREW (BOLT) GRADE ...................................................................................................... 3

BOLT TIGHTENING ....................................................................................................................... 4
TORQUE WRENCH METHOD ............................................................................................... 4
Table 1 - Lubricated or Plated Threads or with Hardened Washers .............................................. 4
Table 2 - Dry Threads .................................................................................................................. 4
TURN-OF-NUT METHOD ....................................................................................................... 5
Table of Snug Tight Torque Values ............................................................................................. 5
WIRE LOCKING CAPSCREWS ................................................................................................... 6
Patterns for Wirelocking Capscrews ........................................................................................... 6
GEAR INSPECTION ..................................................................................................................... 7
Gear Tooth Surface Failures ...................................................................................................... 8
AEROQUIP ORS CONNECTIONS ............................................................................................... 9
ORS Connection Assembly ........................................................................................................ 9
SEALS ......................................................................................................................................... 10
SEAL INSTALLATION ............................................................................................................ 10
GEARCASE SEALING .......................................................................................................... 12
MAINTENANCE WELDING ......................................................................................................... 13
WELDING ELECTRODES ................................................................................................... 14
REPAIR WELDING OF CRACKS ......................................................................................... 15
Joint Preparation for Repair of Cracks ....................................................................................... 15
PREHEAT ........................................................................................................................ 16
WELDING TECHNIQUE .................................................................................................. 16
REPAIR WELDING OF BROKEN PARTS ............................................................................ 17
WELDING AND CUTTING EQUIPMENT ..................................................................................... 18
STRESS RELIEVING & TEMPERATURE MEASURING EQUIPMENT ....................................... 18
WIRE ROPE CARE AND MAINTENANCE .................................................................................. 20
STORAGE ............................................................................................................................. 20
CHECKING DIAMETER ........................................................................................................ 20
Correct Method for Checking Wire Rope Diameter ..................................................................... 20
HANDLING WIRE ROPE ...................................................................................................... 21
Improper Methods for Uncoiling Wire Rope ................................................................................ 22
END PREPARATIONS/TERMINATIONS ............................................................................... 23
WIRE ROPE CLIPS .............................................................................................................. 24
WIRE ROPE CLIP APPLICATION ................................................................................... 24
WEDGE SOCKETS ........................................................................................................ 26
Sept. 2007 9-1 Manual No. 10528

INSPECTION OF SHEAVES AND DRUMS ........................................................................... 27

Examples of Sheave Groove Conditions ..................................................................................... 27
Groove Gauge for New or Re-Worked Sheaves .......................................................................... 27
Inspecting for Worn Sheave ....................................................................................................... 28
BREAKING IN A NEW WIRE ROPE ..................................................................................... 28
INSPECTION DATA ............................................................................................................... 29
GUIDELINE TO INSPECTIONS AND REPORTS ........................................................... 30
Wire Rope Stretch vs Rope Life .................................................................................................32
Examples of Broken Wires ........................................................................................................ 35
Manual No. 10528 9- 2 Sept. 2007

Section 9
Engineering Data
CAPSCREW (BOLT) GRADE
The grade classification of a capscrew (bolt) is identified by the marks on the head as shown
below:
Use the SAME GRADE washer and nut as the capscrew. NEVER SUBSTITUTE A LESSER GRADE
CAPSCREW IN PLACE OF THAT WHICH IS SPECIFIED.
Sept. 2007 9-3 Manual No. 10528

BOLT TIGHTENING
TORQUE WRENCH METHOD
The following tables show torque values for bolt grades 2, 5 and 8 with UNC threads only. Table 1
lists torque values for lubricated or plated threads and for using hardened washers. Table 2 lists
those for dry threads.
The bolts should be tightened to the

specified total value in increments,
alternating from bolt to bolt to assure
gradual, even pull-up of mating parts.
Tightening should progress
systematically from the most rigid part of
a joint to its free edges.
Circular bolt patterns should be

tightened in a diametric crosshatch
pattern while applying torque in
increasing values to ensure proper pull-
up of parts.
Table 1 - Lubricated or Plated Threads or with Hardened Washers
Table 2 - Dry Threads
Manual No. 10528 9- 4 Sept. 2007

TURN-OF-NUT METHOD
CAUTION: THIS TIGHTENING PROCEDURE IS ONLY APPLICABLE FOR BOLT

GRADES 5 AND 8 WITH UNC THREADS. For bolts with other than UNC
threads, contact the Bucyrus International Service Department.
NOTE: When using this procedure the bolt threads and the surfaces under the bolt head and
nut must be lubricated. This procedure is applicable only if the joint and under head
surfaces for bolt and nut are machined for parallelism.
1. The bolts should be brought to a “snug tight” condition to insure that the parts of the joint
have good contact with each other. “Snug Tight” is defined as the tightness attained by
torquing a bolt to the value specified in the table on the following page. Snug tightening
should progress systematically from the most rigid part of the joint to its free edges while
alternating from bolt to bolt to assure gradual even pull up of the mating parts. After all bolts
have been snugged, the first bolts tightened at the most rigid part of the joint should be
rechecked for proper torque retention. If these bolts are loose due to pull up of the joint, the
snug tightening sequence should be repeated for all bolts in the connection. This rechecking
and re-torquing procedure should be repeated as many times as is required until the joint is
completely pulled up and all bolts are at the specified “snug tight” torque. Tightness of the
mating surfaces of the joint should then be verified by using feeler gauges.
Table of Snug Tight Torque Values
2. The nuts and bolts should then be matched marked by center punching the bolt end and nut.
On rod bolts match mark both rod ends and nuts. The bolts and nuts should then be tightened
additionally by the applicable amount of nut rotation as specified in Table 4. It is not necessary
to follow any particular bolt to bolt sequence during this portion of the “turn of the nut” tightening.
Sept. 2007 9-5 Manual No. 10528

NOTE: Nut rotation is read between the punch mark on the bolt and the punch mark on the nut.
For rod bolts, nut rotation is the cumulative total rotational movement between punch
marks on both ends of the rod bolt.
WIRE LOCKING CAPSCREWS
Wire locking of capscrews is used when maximum lock assurance is required when periodic visual
inspection is not possible.
The illustrations below show the recommended wire locking methods for various right hand thread
capscrew patterns. For patterns not shown, wire lock the screws “in pairs”. For odd numbered
patterns, wire lock the screws in pairs except the remaining 3 capscrews wire lock together
Patterns for Wirelocking Capscrews
Use 14 gauge soft annealed lockwire. Thread the wire through the capscrew head so that tightening
stress on the wire will exert a tightening torque on the direction of capscrew thread. (The illustrations
show lock wire threading for right hand threaded capscrews. Reverse the lock wire patterns shown
for left hand capscrews.)
Manual No. 10528 9- 6 Sept. 2007

GEAR INSPECTION
An important part of machine maintenance is regular inspection of gears. This should include the
gears and pinions of the pulldown, rotary and propel machinery.
Listen for any unusual noises or vibrations which would indicate excessive wear patterns of gears
and pinions. Usually this would necessitate prompt attention before complete failure occurs.
Of primary importance in proper gear operation is correct lubrication. Always check to see that all
the gears are adequately lubricated. See the Lubrication Section in this manual for further information
on correct lubricants and their application.
A condition of normal wear should result when gears do not operate at excessive loads or
temperatures and correct lubricants are used.
Gears are designed to function satisfactorily during the entire life of the machine. Their failure to
do this indicates some unusual conditions. Regardless of gear design, size or construction, correct
lubrication is essential to assure minimum wear, quiet operation and long service life. Gear tooth
shapes are very accurately manufactured, nevertheless there will always be microscopic surface
irregularities which cause frictional resistance. With the gears in proper mechanical condition and
with correct lubrication, friction is reduced, wear is practically eliminated and gears should operate
efficiently. However, even with correct lubricants properly applied, certain mechanical or operating
conditions can cause wear and destruction of teeth. Destruction seldom takes the form of tooth
breakage, but usually shows up as damage to the contact surfaces.
Such surface failure may rapidly destroy the original tooth contour, preventing smooth, quiet
operation. This failure may be directly attributable to overloading, overheating, shock, abrasives,
chips, improper alignment, loose bearings or deflection of shafts or housing.
Many terms are employed to graphically describe the appearance of damaged tooth surfaces. The
terms pitting, abrasion, scratching, spalling and galling are the major types of failures under which
all of the other failures can be grouped. These five types of failure have different basic causes.
From the lubrication point of view, the cause of the failure is of major interest rather than the
appearance of the surfaces. These gear-tooth failure classifications are shown in the figure.
Gears and pinions may show some minor pitting which is usually normal. However, any heavy
pitting or spalling or any abnormalities as shown will necessitate replacement.
Sept. 2007 9-7 Manual No. 10528

Gear Tooth Surface Failures
Manual No. 10528 9- 8 Sept. 2007

AEROQUIP ORS CONNECTIONS
The Aeroquip ORS type connection is used throughout the hydraulic system of this machine.
The ORS connection has an O-Ring groove machined into the flat male face. This flat face and O-
Ring mate with the connection’s other machined face to form a virtually leak-free seal.
The face-seal concept allows the components to be installed or replaced without moving mating
components or applying strain on tube and hose lines. The swivel nut can be retracted to inspect
seal placement and joint fit prior to assembly.
When using this connection, remove the O-Ring from the male face and fill the groove with a high
quality multi-purpose grease, then install the O-Ring in the groove. The grease will additionally
seal around the O-Ring while helping to retain the O-Ring in the groove. The grease will also
lubricate the connection while it is being assembled.
There is no need for special torque of the connection as the installer can “feel” when the fitting is
tight.
ORS Connection Assembly
Sept. 2007 9-9 Manual No. 10528

SEALS
Oil and grease seals are critical to machine availability. Careless storage, handling, removal and
installation can contribute to reduced service life of machine components and higher cost of
operation.
Seals come in all sizes, shapes and materials. Wherever possible, Bucyrus has specified the use
of the most common solid molded element type seals for use on Bucyrus machines.
All types of oil and grease seals have a limited shelf life. Store seals in a cool, dry location protected
from direct sunlight. Keep in sealed containers or packaging until ready to use. Seals keep lubricant
clean and contained in their respective housings, bearings or passageways. Always handle seals
carefully to prevent exposure to nicks, bends or pinching. Do not wash them in solvents as some
solvents may destroy properties of the seal.
SEAL INSTALLATION
Solid molded seals are installed at time of manufacture with interference fit between seal and
bore. This method of installation creates an oil tight fit. When partial disassembly of a machine
component involves removal of solid molded seal before reassembly inspect it carefully for cuts,
nicks or cracking. Replace with a split seal if complete disassembly is inconvenient or with a new
solid molded seal. Split seals, especially those made with interference fit at butt, also install with
compression at the joint. Split seals used as substitutes for solid molded seals should be replaced
at next major component overhaul.
CAUTION: Do not cut a solid seal and reuse for a split seal.
Check shaft for scratches, burrs or surface roughness that may cut or score the lip of seal. Be
aware of sharp threads keyways or splines over which the seal must travel. Protect seal lip by
covering these interferences with tape.
Inspect the bore area for surface roughness, dirt or burrs. Remove and clean as required. The
bore and shaft need .0625 in. (1.588 mm) chamfer to accommodate a leak free installation. If shaft
or bore do not have chamfer, carefully provide one by trimming inside flange of seal.
Determine the correct direction for lip installation and start the seal into the cavity by finger pressure,
then tap evenly all around until seated or flush with the housing face. (Tap only on outer edge of
seal with hammer on wood block.)
A double seal, installed back to back can be used to retain grease or oil plus be more effective in
preventing egress of contaminants.
Manual No. 10528 9- 10 Sept. 2007

Follow this installation procedure for split seals:
• Remove garter spring and separate at the hook and eye.

• Open the seal, ends sideways, for installation on shaft
as shown by moving the butt ends along the axis of the
seal.
• Lubricate spring and install around shaft. Connect ends
and insert spring in lip groove with spring ends 90° away
from butt joint.
SPLIT SEAL
INSTALLATION
CAUTION: Do not trim or cut ends of split seals or pull ends apart. This will
destroy seal.
Gearcase seals used for all oil tight gearcase assemblies require surface preparation on one side
of case flanges with a 1/100 inch thick Form-a-Gasket #3 (Permatex Co.) coating. If using a
manila paper gasket always replace with a new one, never reuse. Apply Form-a-Gasket #3 to both
sides of the paper gasket. Tighten gearcase cover bolts until seal material “squeezes out” at joint.
When surface finishes range up to 250 microinches, a compression type gasket seal is
recommended. This material (VELLUMOID) available in standard thickness inches (mm) 1/64
(.397), 1/32 (.794), 1/16 (.063), and 1/8 (.125) should also be installed with Permatex applied to
both sides.
Sept. 2007 9 - 11 Manual No. 10528

GEARCASE SEALING
Use the information in the following image to properly seal gearcase halves and /or covers.
NOTE: Before applying any sealants or gaskets, clean all mating surfaces of all dirt, rust and
scale.
Manual No. 10528 9- 12 Sept. 2007

MAINTENANCE WELDING
These recommendations for repair welding apply to the major structural members of the machine.
The high cyclic loading characteristics of the machine are considered in the design and material
selected for the construction of the machine. However, due to unusual operational conditions that
may be encountered and to the great number of cyclic loadings that may be applied to the machine,
fatigue cracks or other abnormalities may occur. Early detection of these conditions through regular
machine inspection helps to avoid problems or emergency breakdowns.
Maintenance welding is applied to the repair of cracked or broken structural components.

Reconditioning of broken parts by the application of heating, cutting and welding processes requires
attention to a number of details, careful adherence to the repair procedure and observance of
federal, state and local safety regulations.
CAUTION: WELDING AND THERMAL-CUTTING OF METALS INVOLVE THE

GENERATION OF TEMPERATURES UP TO THOUSANDS OF DEGREES
AT WHICH METALS MELT AND VAPORIZE. When proper precautions
are taken to protect personnel and property against the heat, evolved
gases and fumes, electric shock and radiation, no harm will result
either to personnel or property. In gas heating and cutting, the
handling and storage of compressed gases present other hazards
that also must be protected against to provide a safe working
environment.
Safety precautions should conform to the latest edition of ANSI
standard Z49.1, Safety in Welding and Cutting, published by the
American Welding Society.
Reconditioning of failed members requires attention to a number of details and careful application
of the repair procedure. Only in certain cases is it necessary to strengthen members by added
reinforcement.
WARNING: REINFORCING STRUCTURAL MEMBERS SHOULD BE MADE ONLY

UPON RECOMMENDATION BY BUCYRUS INTERNATIONAL, INC.
IMPROPERLY APPLIED REINFORCEMENTS CAN HAVE AN ADVERSE
EFFECT ON THE PERFORMANCE AND LIFE OF THE STRUCTURE.
A broken member is best repaired by making a complete penetration weld, preferably by welding
from both sides, using the correct welding electrode and observing all precautions such as preheat,
back-gouging, etc. The complete penetration groove weld should be ground flush with the base
metal on both sides to remove all surface irregularities. An alternate procedure incorporates backup
bars to ensure sound, complete penetration welds in the repair area. Be sure to follow all applicable
safety measures and federal, state and local regulations.
A complete penetration weld repair conditioned by grinding instead of adding reinforcement is

favored to maintain the original pattern of stress flow designed into the structural members. Addition
of reinforcement which is not part of the design can reduce fatigue strength because of the change
in geometry from the original structure.
Sept. 2007 9 - 13 Manual No. 10528

Effective repair welding of cracked, broken or bent structural members of the machine involves
knowledge of the types of steel used, proper welding electrodes and recognized good welding
practice. The chemical composition, mechanical properties and thickness of the steel determine
the welding electrode to be used and the preheat temperature required.
WELDING ELECTRODES
With the exception of the boom, weld repairs on the various structures of the machine can be
made with two basic classifications of shielded metal arc electrodes: E7018 and E8018-C1. Both
are low hydrogen electrodes which deposit weld metal having excellent properties at strength
levels with 70,000 to 80,000 PSI, and impact properties from -20° to -75°F. These are all-position
electrodes which produce high quality welds for repairing the structural components of heavy
machinery.
NOTE: Although these electrodes are of superior quality, care must be exercised in their
application. Low hydrogen electrodes are highly susceptible to moisture pickup after
removal from sealed containers. To maintain low hydrogen, crack-resistant properties,
they must be stored in electrode ovens at 250°F up to the time of use. Small portable rod
ovens at the welder’s side are ideal. Use of dry low hydrogen electrodes cannot be
overemphasized.
Cracks caused by hydrogen are extremely fine and occur invisibly below the surface in the base
metal heat affected zone, as shown. Therefore, they are not detectable at the time of welding.
These cracks can propagate in service and lead

to ultimate failure of the part. It is necessary to
adhere strictly to recognized good welding
practice regarding the handling, storage and use
of low hydrogen electrodes. To avoid underbead
cracks, remove all oil or grease or other
contaminates from the surface and be sure the
steel is dry.
Preheat to the required temperature. Use only dry

electrodes taken from the electrode oven. After
exposure to the air, the electrodes must be
returned to the oven. Time limit outside the oven
is four hours for E7018 and two hours for E8018-
C1 electrodes.
Manual No. 10528 9- 14 Sept. 2007

REPAIR WELDING OF CRACKS
Joint Preparation for Repair of Cracks
Remove the entire crack by arc air-gouging or grinding. Prepare a V-groove of approximately 45-
60° included angle for rewelding. If cracked through the full thickness and if it is possible to make
the repair from both sides, a double V preparation is preferred. When welding from both sides,
back-gouging for complete penetration is always recommended.
When it is not physically possible to back-gouge and weld the second side, an alternate approach
must be taken. Sometimes it is possible to gouge through to completely remove the crack, then fit
a backup bar on the underside to facilitate making a complete penetration weld.
NOTE: The backup bar must fit tightly to the underside otherwise poor welding conditions
conducive to cracking may occur.
When it is not possible to fit a backup due to limited accessibility to the underside, it is advisable to
remove a portion of the defective plate and weld in a new piece, using back up bars on all sides to
ensure complete penetration welds.
A further alternative is to gouge through, removing the crack, and then weld small stringer beads
to close the gap and prepare a groove for a repair weld. In this case, the repair weld will be
essentially full penetration, but will be less than perfect on the under side. The other methods are
preferred in the order described, that is, welding both sides, welding against a backup bar, or
completely replacing a section of plate.
Sept. 2007 9 - 15 Manual No. 10528

PREHEAT
When preheating, apply heat to a broad, general area surrounding the repair location. A soaking
heat which thoroughly penetrates the material through the full thickness is preferred to high surface
temperature quickly applied. Electrical resistance or radiant heating is suggested since the heat
source can be left operating during welding to maintain the minimum preheat temperature. Preheat
temperatures up to 400°F, depending upon the steel analysis, are adequate under most conditions
for major repairs. As previously stated, preheat temperatures are determined by the type of steel
in the structure. Temperatures should be measured with temperature indicating crayons.
WELDING TECHNIQUE
Maximum electrode sizes are 1/4 inch for flat

position, 3/16 inch for horizontal position and 5/
32 inch for vertical and overhead positions. Use a
split weave as soon as bead width is large enough
to accommodate beads side by side. Throughout
all welding be certain thorough fusion with the base
metal and adjacent weld beads is obtained on all
weld passes. Clean off all slag between passes
and all craters before starting the next electrode.
Inspect closely for cracks, undercut or overlap of

beads, and gouge out or grind flaws where they
occur before continuing. It is very important on
highly loaded parts, particularly members subject
to cyclic or dynamic stresses, to obtain sound
repair welds.
The presence of any stress risers on the surface

of a part is detrimental to fatigue life and can result
in future cracking. Therefore, it is essential that
the finished repair be smooth and well blended
into the base metal. Repair weld any undercuts,
grind off overlapped weld beads and blend out
any notches or gouges. The best condition in a
repair weld location is provided by grinding the
repair smooth and flush with the surface of the
base metal. Final grinding direction is to be
identical with the direction of applied load on the
structure. Refer to the figure.
Manual No. 10528 9- 16 Sept. 2007

REPAIR WELDING OF BROKEN PARTS
All recommendations given for repair of cracks apply to repair of broken parts, with additional
corrections. Depending on the size and cross-section of the part, a specific sequence of welding
procedures may be required in making the repair. These techniques include back-step welding
sequence, block welding sequence, alternating from side to side, welding simultaneously on opposite
sides, etc. All of these precautionary measures are intended to minimize shrinkage stresses and
subsequent distortion or cracking during welding. The method to follow should be determined after
a careful analysis of the situation and by approaching the problem with common sense. Generally
a procedure which has proven successful in previous experience could logically be applied in most
cases.
Use of doubling plates, stiffeners or other reinforcements to strengthen a member which has
cracked in service, must be carefully considered before that repair measure is decided upon.
Additional material added for strengthening alters the configuration and geometry of the member,
possibly with a pronounced effect on the fatigue life of that structure. Many times, such attempts at
strengthening by added plates only serves to “chase the crack someplace else.” The stress flow in
the part has been altered, creating a location for stress concentration. Attachments requiring fillet
welds across a tension member for example, are poor repair methods. A sound repair weld, carefully
made and smoothly blended into the base metal on all sides, is preferable to additional
reinforcements. Any application of reinforcements requires careful consideration regarding total
overall effect on the structure during service, and should be done only after consulting Bucyrus
International, Inc.
Sept. 2007 9 - 17 Manual No. 10528

WELDING AND CUTTING EQUIPMENT
The welding and cutting equipment needed for general repair welding is listed below.
WELDING MACHINES, Arc - 600 ampere (for Welding and Air Arcing)
OXY ACETYLENE TORCHES with Gauges - 150' Long Hoses
HEATING TORCHES, Butane (for Boom Welding)
ARC AIR ATTACHMENTS (for use with 600 Ampere Welding Machines)
WELD RODS - E7018, E8018, E11018 - 1/8", 5/32". 3/16", 1/4"
C02 - Welding Grade - 45°F Max. Dew Point
OXYGEN - Cutting, and Heating
ACETYLENE
WELD FLUX CHIPPERS - Pneumatic with Chisels and Spare Parts
BLOWERS, Ventilating (for Compartment Welding,)
GRINDERS, Wheel - Air Powered w/Wheels
TARPAULINS - Fireproof (for Boom Welding Shelters)
ASBESTOS GLOVES
CUTTING GOGGLES, Dark
SOAPSTONE MARKERS
ANTI-SPATTER COMPOUND
TEMPILSTIKS - 200° and 200°
STRESS RELIEVING & TEMPERATURE MEASURING EQUIPMENT
The equipment recommended for stress relieving, after repair welding, is listed below.
TEMPERATURE MEASURING EQUIPMENT

SPEEDOMAX, “W” Multipoint, Potentiometer Recorder
POWER REQUIREMENT - 120 Volts, 60 or 50 Hz.
RANGE - 0 to 1500°F
CALIBRATION - Chromel-Alumel Thermocouple Wire
ACCURACY RATING - 0.3% of Electrical Span
CHART SPEED - 2" per Hour
THERMOCOUPLE SELECTION - Six (6) Points
FLUORESCENT LIGHTING
MANUFACTURER - Leeds & Northrup Company
Manual No. 10528 9- 18 Sept. 2007

THERMOCOUPLE EXTENSION WIRE

DUPLEX WIRES - Chromel-Alumel - Type K - 16 AWG Stranded
LENGTH - Total External Resistance for both Wires including Thermocouple not to exceed 2500
Ohms or 410 Feet.
WIRE RESISTANCE - Nominal Resistance, Ohm per Foot at 20°C 66°F, - Chromel - Ohms -
Alumel - .0683 Ohms.
WIRE INSULATION - each Conductor Enamel, Asbestos (Twisted Pair) Overall Asbestos Braid
WIRE CODE -Alumel, Negative Wire (Red); Chromel, Positive Wire (Yellow)
OVERALL COLOR - Yellow
CATALOG No. 16-59-17
POLARITY DISCONNECT
CHROMEL-ALUMEL COMPENSATED CONNECTION
JACK Color Code (Yellow) - Catalog No. 040419
PLUG Color Code (Yellow) - Catalog No. 040434
CABLE CLAMP - Catalog No. 072513
ADAPTER - Catalog No. 076794
THERMOCOUPLE ELEMENT
CHROMEL-ALUMEL - Type K - Swagged One (1) Inch Stripped
CHROMEL POSITIVE WIRE Color Code (None)
ALUMEL NEGATIVE WIRE Color Code (Red)
CATALOG No. 8784-K-1-3-12"-D
1. 588003 Kaopak Flex Heaters
2. 588004 Kaopak Collector Streamer Type
3. Kaopak Blankets 3, 5, or 6 Pocket Size as needed for Size Pipe being Stressed Relieved
Thermocouple Assembly, Complete
Catalog No. 8784-K-1-3-12"-Q
Temperature Heating Pellets
Range: 1500°F 1500°F - 1500°F 1500°F
Mean Accuracy: +/-1%
These Tempil Pellets will begin to melt at the temperature specified.
Sept. 2007 9 - 19 Manual No. 10528

WIRE ROPE CARE AND MAINTENANCE
STORAGE
Reels of wire rope stock may be kept on hand for a considerable length of time. This is particularly
true of slow-moving special ropes that may not be disposed of completely for several years.
Consequently, wire rope should be stored in an are that is well-ventilated and stable with regard to
temperature and humidity.
Do not store rope in contact with the bare ground or expose it to the elements. Excessive atmospheric
vapors will condense moisture on the rope causing corrosion. If exposed to the direct sun, next to
a boiler or in similarly warm conditions, the original lubrication will dry out and lose its preservation
properties.
Similarly, storage in a dusty or chemical laden environment may coat the surface of the rope with
corrosive materials or even deteriorate the fiber core. If it should be necessary to store rope
outside, the reel should be set on blocks or raised off the ground, and covered with a waterproof
covering.
CHECKING DIAMETER
It is critical to check the diameter of the delivered rope BEFORE installation on the machine. This
is to ensure that the rope diameter meets the specified requirements for the given machine or
equipment. An UNDERSIZE diameter rope will bring about a condition where stresses are exceeding
design limitations. This will increase the possibility of injury or machine damage as the chances of
breaking the rope will be increased. Use of an OVERSIZE diameter rope will bring about premature
wear of that rope. The rope constantly being pinched and compressed in the grooves of the sheaves
and drum causes this.
Correct Method for Checking Wire Rope Diameter
When checking it is imperative that the actual rope diameter is measured. This is defined as the
diameter of the circumscribing circle, or its largest cross-sectional dimension. To ensure accuracy
this measurement should be made with a wire rope caliper to obtain the outside dimension of 2
diametrically opposing strands of the rope. When measuring a rope with an odd number of outer
strands, special techniques must be employed. Refer to the manufacturer of the product for accurate
information.
Manual No. 10528 9- 20 Sept. 2007

HANDLING WIRE ROPE
When re-reeling wire rope from a horizontally supported reel to a drum, keep in mind that a wire
rope has a “memory” to be considered. If at all possible, it is preferable for the rope to travel from
the top of the reel to the top of the drum during this process. The same would hold true for the
bottom of the reel to the bottom of the drum. Re-reeling in this manner will avoid putting a reverse
bend into the rope as it is being installed. If a rope is installed so that a reverse bend is induced, it
may cause the rope to become “cranky” and, consequently, more difficult to work with.
There are several methods, which can be used to uncoil

rope from a spool or coil. The particular situation, or
application, will determine the method used.
One method begins by placing the coil or spool on a vertical
unreeling stand. The stand consists of a base with a fixed
vertical shaft. On this shaft there is a “swift” or rotating sleeve”
consisting of a plate with inclined pins. This is positioned so
that the coil or spool may be placed over them allowing the
coil or spool to rotate in the horizontal axis. The whole swift
and coil then rotate as the rope is pulled off without adding
twist or the possibility of kinks. This method is particularly
effective when the rope is to be wound on a vertical drum.
The most common, and the easiest uncoiling method is

merely to hold one end of the rope while rolling the coil
along the ground like a hoop.
NOTE: Avoid unreeling and uncoiling methods that are

likely to provide kinks. Such IMPROPER
procedures should be strenuously avoided in
order to prevent the occurrence of loops. These
loops, when pulled taut, will inevitably result in
kinks. No matter how a kink develops, it will
damage strands and wires, resulting in a kinked
section that must be cut out. Proper and careful
handling will keep the wire rope free from kinks.
Sept. 2007 9 - 21 Manual No. 10528

Improper Methods for Uncoiling Wire Rope
While there are numerous ways to cut wire rope, in every case, certain precautions must be
observed. It is critical that before any cut is made proper seizings must be applied on both sides of
the location where the cut is to be made. Carelessly or inadequately seized, ends may become
distorted and flattened. This will also prevent the strands at the ends from loosening or fraying.
Subsequently, when the rope is installed there may be an uneven load distribution to the strands.
This will create a condition that will significantly shorten the life of the rope.
There are two widely accepted methods of applying a seizing, which are illustrated. The seizing
material itself should be soft, or an annealed wire or strand. Seizing wire diameter, and the length
of the seize, will be dependant on the diameter of the wire rope. But the length of the seize should
never be less than the diameter of the rope in use. Normally, for a preformed rope, one seize on
each side of the cut is sufficient. For ropes that are not preformed, a minimum of two seizings on
each side is recommended; and these should be spaced six rope diameters apart.
For larger wire ropes: lay one end of the seizing wire in the
groove between two strands; wrap the other end tightly in a
close helix over a position of the groove using a seizing iron
(a round bar 1/2" to 5/8" dia. x 18" long) as shown. Both ends
of the seizing wire should be twisted together tightly, and the
completed seize should appear as shown. Seizing widths
should not be less than the rope diameter.
The procedure illustrated below is the second of the two accepted methods for placing seizing on
wire rope. This method is normally used on smaller ropes.
Manual No. 10528 9- 22 Sept. 2007

END PREPARATIONS/TERMINATIONS
There may arise a need for special end preparations in order to compensate for certain applications
such as tight drum openings, or other complicated reeving systems. When these situations are
encountered a number of basic designs (and combinations) are available to choose from. Whenever
possible end preparations should be removed after final installation.
“Beckets” are what is referred to when we discuss a termination utilized to pull the operating rope
into place. The rope end must be fastened to a mechanism so that force and motion are transferred
efficiently without distortion of the wire rope. End terminations become items of great importance
for transferring these forces. Each basic type of termination has its own individual characteristic.
Hence, one type will usually fit the needs of a given installation better than the others. It should be
noted that not all end terminations will develop the full strength of the wire rope being utilized. To
lessen the possibility of error, the wire rope industry has determined terminal efficiencies for various
types of end terminations. Four commonly used beckets are illustrated.
Sept. 2007 9 - 23 Manual No. 10528

WIRE ROPE CLIPS
Wire rope clips are widely used for making end terminations.
Clips are available in two basic designs; the U-BOLT and
FIST GRIP. The efficiency of both types is approximately the
same.
NOTE: When using U-BOLT clips, extreme care must be exercised to make certain that they
are positioned correctly. The important factor is that the U-BOLT clip be applied in
order that the “U” section is in contact with the dead end of the rope. Also, the
tightening and retightening of the nuts must be accomplished as required.
WIRE ROPE CLIP APPLICATION
The following is the recommended method of applying U-Bolt clips in order to get the maximum
holding power from the installation:
1. Turn back the specified amount of rope from the thimble. Apply the first clip a distance of one
base width from the dead end of the wire rope (U-bolt over the dead end - live end rests in the
clip saddle). Tighten nuts diametrically and evenly to recommended torque.
2. Apply the next clip as near the loop as possible. Snug down the nuts, but do not tighten.
3. Space additional clips (if required) equally between the first two. Turn on nuts evenly to take
up rope slack. Continue to tighten all nuts evenly (on all clips) until recommended torque is
reached.
NOTE: Apply the initial load to the strand of rope, and then retighten nuts to the recommended
torque. This is accomplished because the rope will stretch and be reduced in diameter
when loads are applied. Inspect periodically and tighten to recommended torque each
time.
Manual No. 10528 9- 24 Sept. 2007

A termination complying with the above instructions, using the number of clips shown, has
approximately an 80% efficiency rating. This rating is based upon the nominal strength of the wire
rope. If a pulley is used in place of a thimble where the rope turns back, add one additional clip.
The number of clips shown is based upon using right regular or lang lay wire rope, 6 x 19 class or
6 x 37 class, fiber core or IWRC, IPS or EIP. If Seale construction is to be used for sizes 1 inch and
larger, or similar large outer wire type construction in the 6 x 19 class, add one additional clip.
The number of clips shown also applies to right regular lay wire rope, 8 x 19 class, fiber core, IPS,
sizes 1-1/2 inch and smaller; and right regular lay wire rope, 18 x 7 class, fiber core, IPS or EIP,
size 1-3/4 inch and smaller.
For other classes of wire rope not mentioned, it may be necessary to add additional clips to the
number shown. If a greater number of clips are used than shown in the table, the amount of rope
turn-back should be increased proportionately. THE ABOVE IS BASED ON THE USE OF CLIPS
ON A NEW ROPE.
IMPORTANT: Failure to make a termination in accordance with the aforementioned instructions,

or failure to periodically check and retighten to recommended torque, will cause a reduction in the
efficiency rating.
The correct spacing and number of clips is shown above.
Sept. 2007 9 - 25 Manual No. 10528

WEDGE SOCKETS
One of the more popular field end attachments for wire rope is the wedge socket. Attachment, and
the dismantling of this device is both easy and simple.
1. Inspect the wedge and socket; remove all rough edges/ burrs that might damage the rope.
2. Welded ends of the rope should be cut off prior to assembly. This will allow the rope strands
to distort slightly as they bend sharply around the wedge. If the welded end were not removed
the minimal sliding of the strands would be restricted and evidenced further up the rope. This
may result in the development of high strands, wavy rope and uneven loading.
3. Place the socket in an upright position and bring the rope around it in a large, easy to handle
loop. Care must be taken to make certain that the live-loaded-side of the rope is in line with
the ears.
4. The dead end of the rope should extend from the socket for a distance of six to nine times the
rope diameter. The wedge is now placed in the socket.
5. Secure the socket and carefully apply a gradually increasing load to the live side of the rope
in order to pull the wedge into position. Only tension sufficiently to hold the pieces in place.
6. After checking alignment increase the load GRADUALLY until the wedge is properly seated.
IMPORTANT: Avoid sudden shock loads.
NOTE: This is the recommended procedure. If variations are made to suit special conditions,
they should be carefully evaluated beforehand.
Manual No. 10528 9- 26 Sept. 2007

INSPECTION OF SHEAVES AND DRUMS
Machines should receive periodic inspections, and the results concerning their overall condition
recorded. Such inspections usually include the drum, sheaves, and any other parts that may come
into contact with the wire rope. These are considered high wear items. As an additional precaution,
any rope-related working parts, particularly those in the areas described below, should be reinspected
prior to the installation of a new wire rope.
Examples of Sheave Groove Conditions
These cross-sections are illustrating three sheave-groove contact areas. “A” is correct, “B” is too
tight, and “C” is too loose.
The very first item to be checked when examining sheaves and drums is the condition of the
grooves. To accurately check the size, contour and amount of wear, a groove gauge is used. As
shown in the figure, the gauge should contact the groove for about 150 degrees of arc when in
optimal condition.
There are two types of groove gauges in general use. The two differ by their respective percentage
over nominal.
Groove Gauge for New or Re-Worked Sheaves
Sept. 2007 9 - 27 Manual No. 10528

For new or re-machined grooves, the groove gauge is nominal plus the full oversize percentage.
The gauge carried by most wire rope representatives today is used for worn grooves and is made
nominal plus 1/2 the oversize percentage.
This latter gauge is intended to act as a sort of “no-go” gauge. Any sheave with a groove smaller
than this must be re-grooved or, in all likelihood, the existing rope will be damaged.
Inspecting for Worn Sheave
These sheave-groove cross-sections represent three wire rope seating conditions: “A” - a new
rope in a new groove; “B” - a new rope in a worn groove; and “C” - a worn rope in a worn groove.
BREAKING IN A NEW WIRE ROPE
A new wire rope requires careful installation. Adherence to the previously covered procedures is
highly recommended. After the rope has been installed, and the ends secured in the applicable
manner, the mechanisms should be started carefully and then permitted to run through a complete
cycle of operation at greatly reduced speed. During this trial operation, a very close watch should
be kept on all working parts such as sheaves, drums and rollers to ensure the rope runs freely. Be
vigilant to ensure there are no obstructions as it makes its way through the system. If no problems
are apparent, the next step should include several run-throughs of the normal operational cycle
under light load conditions at a reduced speed. This procedure allows the component parts of the
new rope to gradually adjust to the actual operating conditions.
Manual No. 10528 9- 28 Sept. 2007

INSPECTION DATA
It is essential to maintain a well-planned program of periodic inspection. Frequently, there are

statutory and/or regulatory agencies who incur additional requirements that must be adhered to.
Refer to the suggested procedures that follow.
Abrasion - Bending and crushing represent the ABC’s of wire rope abuse. It is the primary goal of
a good inspection practice to uncover such conditions early enough that corrections may be made,
or ropes replaced safely with minimum effort. When any sudden degradation indicates a loss of
original rope strength, a timely decision is required as to allowing the rope to remain in service.
Such a decision can only be made by an experienced inspector. And his/her determination should
be based on:
1. Details of the equipment’s operation.

2. Frequency of inspection.
3. Maintenance history.
4. Consequences of failure.
5. Historical records of similar equipment.
To ensure sufficient information can be obtained, the following pages contain guidelines that should
be adhered to.
Sept. 2007 9 - 29 Manual No. 10528

GUIDELINE TO INSPECTIONS AND REPORTS

(Equipment, Wire Rope and Wire Rope Slings)
1. Maintain all inspection records and reports for the length of time deemed appropriate.
2. Prior to daily use, the following procedure should be followed.
a. Check all equipment functions.
b. Lower load blocks and check hooks for deformation or cracks.
c. During lowering procedure and the following raising cycle, observe the rope and the
reeving. Particular notice should be paid to kinking, twisting or other deformities.
Drum winding conditions should also be noted.
d. Check wire rope and slings for visual signs of any unsafe condition; to include, broken
wires, excessive wear, kinking or twisting, and severe corrosion. Particular attention
should be given to any new damage during operation.
3. Periodic inspections consistent with applicable standards are recommended with a signed
report by an authorized and competent inspector. These Periodic Reports should include
inspection of the following:
a. All functional operating mechanisms for excessive wear of components, brake system
parts and lubrication.
b. Limit switches.
c. Crane hooks for excessive throat opening or twisting, along with a visual for cracks.
d. Wire rope and reeving for conditions causing possible removal.
e. Wire rope slings for excessive wear, broken wires, kinking, twisting and mechanical
abuse.
f. All end connections such as hooks, shackles, turnbuckles, plate clamps, sockets,
etc. for excessive wear, and distortion.
4. At least one annual inspection with signed report must be made for the following:
a. Crane hook for cracks.
b. Hoist drum for wear or cracks.
c. Structural members for cracks, corrosion and distortion.
d. For loose structural connections such as bolts, rivets, and weldments.
Manual No. 10528 9- 30 Sept. 2007

Wire Rope Inspection Criteria
The following is a fairly comprehensive listing of critical inspection factors. It is not, however,
presented as a substitute for an experienced inspector. It is rather a user’s guide to the accepted
standards by which ropes must be judged.
Abrasion
Rope abrades when it moves through an abrasive medium or over drums and sheaves. Most
standards require that rope is to be removed if the outer wire wear exceeds 1/3 of the original outer
wire diameter. This is not easy to determine and discovery relies upon the experience gained by
the inspector in measuring wire diameters of discarded ropes.
Reduction in Rope Diameter:
Any marked reduction in rope diameter indicates degradation. Such reduction may be attributed
to:
• Excessive external abrasion.

• Internal or external corrosion.
• Loosening or tightening of rope lay.
• Inner wire breakage.
• Ironing or milking of strands.
In the past, the determination on the continued service of a rope was largely dependant on the
rope’s diameter at the time of inspection. Recently this practice has undergone significant
modification.
Previously, a decrease in the rope’s diameter was compared with published standards of minimum
diameters. The amount of change in diameter is, of course, useful in assessing a rope’s condition.
But, comparing this figure with a fixed set of values can be misleading. These long-accepted
minimums are not, in themselves, of any serious significance since they do not take into account
such factors as:
• Variations in compressibility between IWRC and Fiber Core.

• Differences in the amount of reduction in diameter from abrasive wear, or from core
compression, or a combination of both.
• The actual original diameter of the rope rather than its nominal value.
As a matter of fact, all ropes will show a significant reduction in diameter when a load is applied.
Therefore, a rope manufactured close to its nominal size may, when it is subjected to loading, be
reduced to a smaller diameter that stipulated in the minimum diameter table. Yet, under these
circumstances, the rope would be declared unsafe although it may, in actuality, be safe.
Sept. 2007 9 - 31 Manual No. 10528

As an example of the possible error at the other extreme, we can take the case of a rope manufactured
near the upper limits of allowable size. If the diameter has reached a reduction to nominal or slightly
below that, the tables would show this rope to be safe. But it should, perhaps, be removed.
Evaluations of the rope diameter are first predicated on a comparison of the original diameter when
NEW and subjected to a KNOWN load with the current reading under comparable circumstances.
Periodically, throughout the life of the rope, the actual diameter should be recorded while the rope is
under equivalent loading and in the same operation section. This procedure, if followed carefully,
reveals a common rope characteristic: after an initial reduction, the diameter soon stabilizes. Later,
there will be a continuous, albeit small, decrease in diameter throughout its life.
Core deterioration, when it occurs, is revealed by a more rapid reduction in diameter and is time for
removal.
Deciding whether or not a rope is safe is not always a simple matter. A number of different, but
interrelated conditions must be evaluated. It would be dangerously unwise for an inspector to
declare a rope safe for continued service simply because its diameter had not reached the minimum
arbitrarily established in a table, while at the same time, other observations lead to an opposite
conclusion.
Because criteria for removal are varied, and because diameter in itself, is a vague criterion, the
table of minimum diameters has been deliberately omitted from this publication.
Rope Stretch
All ropes will stretch when loads are initially applied.
Wire Rope Stretch vs Rope Life
Manual No. 10528 9- 32 Sept. 2007

As a rope degrades from wear, fatigue, etc. (excluding accidental damage), continued application
of a load of constant magnitude will produce varying amounts of rope stretch. A “stretch” curve
plotted for stretch vs. time displays three distinct phases:
PHASE 1. - Initial stretch, during the early (beginning) period of rope service, caused by the rope
adjustments to operating conditions (constructional stretch).
PHASE 2. - Following break-in, there is a long period-the greatest part of the rope’s service life-
during which a slight increase in stretch will take place over an extended time. This results from
normal wear, fatigue, etc. On the plotted curve stretch vs. time-this portion would almost be a
horizontal straight line inclined slightly upward from its initial level.
PHASE 3. - Thereafter, the stretch occurs at a quicker rate. This means that the rope has reached
the point of rapid degradation; a result of prolonged subjection to abrasive wear, fatigue, etc. This
second upturn of the curve is a warning indicating that the rope should soon be removed.
Corrosion
Corrosion, while difficult to evaluate, is a more serious cause of degradation than abrasion. Usually,
it signifies a lack of lubrication. Corrosion will often occur internally before there is any visible
external evidence on the rope surface. Pitting of wires is a cause for immediate rope removal. Not
only does it attack the metal wires, but also prevents the rope’s component parts from moving
smoothly as it is flexed. Usually, a slight discoloration because of rust merely indicates a need for
lubrication.
Severe rusting on the other hand, leads to premature fatigue failures in the wires necessitating the
rope’s immediate removal from service. When a rope shows more than one wire failure adjacent
to a terminal fitting, it should be removed immediately. To retard corrosive deterioration, the rope
should be kept well lubricated. In situations where extreme corrosive action can occur, it may be
necessary to use galvanized wire rope.
Kinks
Kinks are permanent distortions caused by loops drawn too tightly. Ropes with kinks must be
removed from service.
Bird Caging
Bird caging results from torsional imbalance that comes about due to mistreatment such as sudden
stops, rope being pulled through excessively tight sheaves, or wound on too small a drum for a
given rope diameter. This is cause for rope replacement unless the affected section can be removed.
Localized Conditions
Careful attention must be paid to wear at the equalizing sheaves. During normal operation this
wear is not visible. Excessive vibration, or whip can cause abrasion and/or fatigue. Drum crossover
and flange point areas must be carefully evaluated. All end fittings, to include splices, should be
examined for worn or broken wires, loose or damaged strands, cracked fittings and worn or distorted
thimbles and tucks of strands.
Sept. 2007 9 - 33 Manual No. 10528

Heat Damage
After a fire, or exposure to elevated temperatures, there may be discoloration, or an apparent loss
of internal lubrication. Fiber core ropes are particularly vulnerable. Under these circumstances the
rope should be replaced.
Protruding Core
If, for any cause, the rope core protrudes from an opening between the strands, the rope is unfit for
service and should be removed.
Damaged End Attachments
Cracked, bent, or broken end fittings must be eliminated. The cause should be sought out and
corrected. In the case of bent hooks, the throat openings must be measured at the narrowest point
and should not exceed 15% over normal. Twisting be no greater than 10 degrees.
Peening
Continuous pounding is one of the causing of peening. The rope can strike against an object, such
as some structural part of the machine, or it beats against a roller, or itself. Often this can be
avoided by placing protectors between the rope and the object it is striking. Another common
cause of peening is continuous working under high loads over a sheave or drum. Where peening
action cannot be controlled it is necessary to have more frequent inspections and be prepared for
premature rope replacement.
Scrubbing
Scrubbing refers to the displacement of wires and strands as a result of rubbing against itself or
another object. This, in turn, causes wear and displacement of wires and strands along one side of
the rope. Corrective measures should be taken as soon as this condition is observed.
Fatigue Fracture
Wires that break with square ends and show little surface wear, have usually failed as a result of
fatigue. Such fractures can occur on the crown of the strands, or in the valleys between the strands
where adjacent strand contact exists. In almost all cases, these failures are related to bending
stresses or vibration.
If diameter of the sheaves, rollers or drum cannot be increased, a more flexible rope should be
used. But, if the rope in use is already of maximum flexibility, the only remaining course that will
help prolong its service life is to move the rope through the system by cutting off the dead end. By
moving the rope through the system, the fatigued sections are moved to less fatiguing areas of the
reeving.
Manual No. 10528 9- 34 Sept. 2007

Broken Wires
The number of broken wires on the outside of a wire rope are an index of 1) its general condition,
and 2) whether or not it must be considered for replacement. Frequent inspection will help determine
the elapsed time between breaks.
On occasion, a single wire will break shortly after installation. However, if no other wires break at
that time, there is no need for concern. On the other hand, should more wires break, the cause
should be immediately investigated.
On any application, valley breaks (where the wire fractures between strands) should be given
serious attention. When two or more such fractures are found, the rope should be replaced
immediately.
NOTE: No valley breaks are permitted in elevator ropes.
Once broken wires appear within a rope operating under normal conditions many more will show
up within a relatively short period. Attempting to squeeze the last measure of service from a rope
that is beyond the allowable number of broken wires, will create an intolerably hazardous situation.
A wire broken under a tensile load that has exceeded

its strength is recognized by the “cup and cone”
configuration at the fracture point (Rope A). The
necking down of the wire at this point shows that
failure occurred while the wire retained its ductility.
Shear-tensile fracture (Rope B) occurs in wire
subjected to a combination of transverse and axial
loads. Fatigue breaks are usually characterized by
squared-off ends perpendicular to the wire either
straight across or Z-shaped (Ropes C and D).
Examples of Broken Wires
Electric Arc
Rope that has either been in contact with a live power line or been used as “ground” in an electric
welding circuit, will have wires that are fused, discolored and/or annealed, and must be removed.
Sept. 2007 9 - 35 Manual No. 10528

Manual No. 10528 9- 36 Sept. 2007

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Bucyrus International, Inc.

49HR Blast Hole Drill

Pulldown/Machinery First Intermediate and Shipper Shaft

Manual No. 10528 5 - 82 Sept. 2007

49HR Blast Hole Drill

3. If not previously done, drain the gearcase.

Pulldown Machinery Second Intermediate Shaft

Sept. 2007 5 - 83 Manual No. 10528

49HR Blast Hole Drill

11. Slide shipper shaft gear from the shaft.

12. Remove first intermediate pinion bearing retainer and shims.

Manual No. 10528 5 - 84 Sept. 2007

49HR Blast Hole Drill

Pulldown Machinery Input Shaft

Sept. 2007 5 - 85 Manual No. 10528

49HR Blast Hole Drill

CAUTION: During reassembly of the pulldown gearcase certain items must be

c. Fill the cavity between seals with lubricant at assembly.

f. The first intermediate shaft should be assembled as follows:

Manual No. 10528 5 - 86 Sept. 2007

49HR Blast Hole Drill

1. Install pinion inner spacer on the shaft.

6. Remove the special spacer and install the remaining material.

Sept. 2007 5 - 87 Manual No. 10528

49HR Blast Hole Drill

CAUTION: Unexpected operation or movement of the pulldown unit and/or

The hoist brake is a spring-set electric release brake.

Brake Wear Adjustment

Manual No. 10528 5 - 88 Sept. 2007

49HR Blast Hole Drill

Hoist Brake - Details

Sept. 2007 5 - 89 Manual No. 10528

49HR Blast Hole Drill

BRAKE WEAR ADJUSTMENT

REPLACEMENT OF FRICTION DISCS

Manual No. 10528 5 - 90 Sept. 2007

49HR Blast Hole Drill

7. Set air gap to .050" per Brake Wear Adjustment.

DISASSEMBLY OF MAGNET BODY AND ARMATURE

1. Place assembly in press with spacer.

RE-ASSEMBLY OF MAGNET BODY AND ARMATURE

1. Place magnet body with flange side up on spacer on press base.

Sept. 2007 5 - 91 Manual No. 10528

49HR Blast Hole Drill

RH Pipe Rack - Details

Manual No. 10528 5 - 92 Sept. 2007

49HR Blast Hole Drill

LH Pipe Rack - Details

To replace the bushings and thrust washer, proceed as follows:

Sept. 2007 5 - 93 Manual No. 10528

49HR Blast Hole Drill

3. Secure the pipe rack to prevent movement.

Manual No. 10528 5 - 94 Sept. 2007

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Pipe Rack Variable Equipment

Sept. 2007 5 - 95 Manual No. 10528

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Tool Wrench - Details

Manual No. 10528 5 - 96 Sept. 2007

49HR Blast Hole Drill

To replace the pawl insert, proceed as follows:

3. Using suitable equipment remove the pawl retaining pin.

5. Inspect the springs and pawl and replace as required.