RIW Course Book 4.1t

Rig Inspection Workshop
Land rigs, Jack-up rigs, Platform rigs
Author: Jaap Peetsold
Integrating ModuSpec and WEST Engineering Services

to advance excellence in drilling safety, integrity and performance
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Lloyd’s Register Energy – Drilling
Training Academy
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4353 JA Serooskerke
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Email: drilling.academy@lr.org
Website: www.moduspecacademy.com
Introduction 4.0t
Table of Contents
Table of contents ............................................................................................................................ 1
Chapter 01 Drilling equipment .................................................................................................... 3
1.1 Drawworks ................................................................................................................................ 5
1.2 Rotary table ............................................................................................................................ 45
1.3 Top drive ................................................................................................................................. 58
1.4 Independent swivel ................................................................................................................. 85
1.5 Crown and travelling block ..................................................................................................... 95
1.6 The derrick ............................................................................................................................ 115
1.7 Winches ................................................................................................................................ 139
1.8 Lifting and handling equipment ............................................................................................. 163
Chapter 02 Mud processing equipment ................................................................................. 181
2.1 Mud pump ............................................................................................................................. 182
2.2 Mud system .......................................................................................................................... 213
Chapter 03 Engine room and power plant ............................................................................. 237
3.1 Diesel engine ........................................................................................................................ 238
3.2 Air compressor...................................................................................................................... 264
3.3 Cranes .................................................................................................................................. 272
Chapter 04 Electrical equipment ............................................................................................. 295
4.1 Eddy current brake ............................................................................................................... 296
4.2 Electrical safety..................................................................................................................... 317
Chapter 05 Safety equipment .................................................................................................. 355
5.1 Drilling and safety equipment ............................................................................................... 356
5.2 Pollution control .................................................................................................................... 379
Chapter 06 Marine equipment ................................................................................................. 385
6.1 Jacking system: introduction ................................................................................................ 386
6.2 Associated systems for jacking ............................................................................................ 391
6.3 Deep-well pumps .................................................................................................................. 404
Chapter 07 Well control equipment ........................................................................................ 413
7.1 Ram-type preventer .............................................................................................................. 414
7.2 Annular preventer ................................................................................................................. 443
7.3 Gate valve ............................................................................................................................. 460
7.4 Choke and kill manifold ........................................................................................................ 466
7.5 BOP HPU .............................................................................................................................. 494
Chapter 08 Appendices........................................................................................................... 521
8.1 Appendix 1: Drive Chain Inspections .................................................................................... 522
8.2 Appendix 2: API RP 8B explanations and inspection categories ......................................... 531
1
Introduction 4.0t
2
Chapter 01
Drilling equipment
1 Drawworks................................................................................................................................... 5
1.1 Introduction.................................................................................................................................. 6
1.2 Drawworks checklist .................................................................................................................. 28
1.3 Hyperlinked images and drawings from the drawworks checklist presentation ........................ 29
1.4 Drawworks: photos and drawings ............................................................................................. 33
2 Rotary table ............................................................................................................................... 45
2.1 Introduction................................................................................................................................ 45
2.2 Rotary table checklist ................................................................................................................ 46
2.3 Hyperlinked images and drawings from the rotary table checklist presentation ....................... 47
2.4 Rotary table: photos and drawings ........................................................................................... 48
3 Top drive ................................................................................................................................... 58

3.1 Introduction................................................................................................................................ 59
3.2 Top drive checklist .................................................................................................................... 70
3.3 Hyperlinked images and drawings from the top drive checklist presentation ........................... 71
3.4 Top drive: photos and drawings ................................................................................................ 73
4 Independent swivel ................................................................................................................... 85

4.1 Introduction................................................................................................................................ 85
4.2 Independent swivel checklist..................................................................................................... 86
4.3 Hyperlinked images and drawings from the independent swivel checklist presentation .......... 87
4.4 Independent swivel: photos and drawings ................................................................................ 89
5 Crown and travelling block ........................................................................................................ 95

5.1 Crown block introduction ........................................................................................................... 95
5.2 Travelling block introduction...................................................................................................... 96
5.3 Introduction to the crown block and travelling block ................................................................. 97
5.4 Crown block checklist .............................................................................................................. 103
5.5 Travelling block checklist ........................................................................................................ 103
5.6 Hyperlinked images and drawings from the crown block checklist and travelling block
checklist presentation .............................................................................................................. 104
5.7 Crown block and travelling block: photos and drawings ......................................................... 107
6 The derrick .............................................................................................................................. 115
6.1 Introduction.............................................................................................................................. 115
6.2 Derrick checklist ...................................................................................................................... 116
6.3 Hyperlinked images and drawings from the derrick checklist presentation ............................ 117
6.4 Derrick: photos and drawings.................................................................................................. 121
7 Winches................................................................................................................................... 139
7.1 Introduction.............................................................................................................................. 139
7.2 Air winches: man-riding winches ............................................................................................. 140
3
Rig Inspection Workshop 4.0t
01 Drilling equipment
7.3 Man-riding winch ..................................................................................................................... 148

7.4 Winch checklist ....................................................................................................................... 152
7.5 Hyperlinked images and drawings from the winch checklist presentation ............................. 153
7.6 Air winches: photos and drawings .......................................................................................... 155
8 Lifting and handling equipment ............................................................................................... 163
8.1 Introduction ............................................................................................................................. 163
8.2 Lifting and handling equipment checklist ................................................................................ 164
8.3 Hyperlinked images and drawings from the lifting and handling equipment checklist
presentation ............................................................................................................................ 165
8.4 Lifting and handling equipment: photos and drawings ........................................................... 166
4
1 Drawworks
What is it?
Powerful electrically-driven winch.
DC-driven by two or three DC motors or AC-driven in combination with a
VFD drive and gearboxes on modern rigs.
What does it do?

Lowers and lifts the drill string and casing.
Raises the derrick on land rigs using special raising lines.
How much power?

1-2 million lbs pulling capacity, depending on the rig.
Special features?
Some drawworks on older land rigs also drive the rotary table using a
heavy duty chain drive.
5
1.1 Introduction
Figure 1
Overall layout of the drill floor, derrick, travelling block and crown block.
6
Figure 2
Layout of drawworks components.
The drawworks is one of the most important items on the entire rig, along with the top drive, the
variable-frequency drive (VFD), the main engines, the mud pumps and the BOP. The correct
operation of the drawworks components is often not fully understood by rig crews. We will explain
the main operational issues in this introduction.
7
Figure 3
Wear areas on the drill line.
We can find the following areas of wear on the drawworks:

 on the fastline sheave
 on the sheaves, caused by a too-large fleet angle
 on the hardened profile of the sheave
 on the drum at the LeBus groove
 on the drill line, caused by wires touching each other on the drum
8
Figure 4
Vibration wear on the drill line.
Whip and vibration can cause wire fatigue due to very small movements between the wires and the
stands of the drill line (see following page for wire specifications). When the lines are 'whipping'
together in the derrick, abrasive wear occurs. Vibration may also cause lateral movement of the
sheaves, leading to abrasive wear.
9
Figure 5
View of unwrapped wire rope, showing its different components.
For example, the drill line in use is 1" x 5,000' 6x19 S PRF IPS IWRC. What does that mean?
Wire Specifications
1" = diameter of the line (in inches)
5,000' = length of the line (in feet)
6 = number of strands per line
19 = number of wires per strand
S = seal pattern
PRF = preformed strands
RRL = Right Regular Lay
IPS = Improved Plow Steel
IWRC = Independent Wire Rope Core
10
Figure 6
Sheaves do not all move at the same speed.
The maximum recommended drum speed is approximately 4,000 feet per minute. The travelling
block is lowered in approximately 12 seconds per stand (93 feet) when the rig is using a six-line
system.
If the line is paid off the drawworks drum, the speed will be 6 x 93 feet = 558 feet in just 12 seconds.
Consequently, the drum speed will be 558 x 60 : 12 = 2,790 feet per minute.
If the line is later strung to eight lines, the drum speed per stand at 12 seconds becomes: 93 x 8 lines
= 744, therefore 744 x 60 : 12 = 3,720 feet per minute.
Drum speed in feet per minute:
60 seconds
x stand length (feet) x number of lines
Block speed seconds/stand
Figure 7
The maximum number of lines 'strung' depends on the number of sheaves in the crown and
travelling block.
11
Question: There are six sheaves reeved on the crown-block. How many 'lines' are strung?
Answer: Twelve lines.
Question: What is the mechanical advantage rate of this set-up?
Answer: 12:1
Question: When the load on the block is 400,000 lbs, what is the load on the fastline?
Answer: 33,333 lbs (ignoring the friction)
Question: When the load is lifted 100 feet into the derrick, how much wire is taken from the
drawworks drum?
Answer: 1,200 feet
Figure 8 Figure 9
Single sheave. More than one sheave.
The single sheave means there is no The mechanical advantage is equal to the
mechanical advantage. The effort it takes number of lines connected to the two pulleys. The
to pull the load is equal to the weight of advantage of the two pulleys means that we only
the load itself. have to pull half the load to lift it entirely.
12
Fleet angles
Rate A:B Fleet angle
degrees
0.009 0.50
0.013 0.75
0.017 1.00
0.022 1.50
0.026 1.50
0.031 1.50
0.035 2.00
Figure 10
Drawworks fleet angle and table showing how to calculate the fleet angle.
The fastline should line up with the centre of the drawworks drum. The angle of the wire in relation to
the centre line is called the fleet angle. An excessively large fleet angle will cause wear on the side of
the drill line.
Question: How do we calculate the fleet angle? (See table, Figure 10)
Let's assume that distance B = 150 feet and distance A = 3 feet. This means that the ratio between A
and B is A : B = 3 : 150 = 0.02. As this is closest to 0.022, it means a fleet angle of 1.5 degrees.
The maximum fleet angle for smooth drums is 1.5 degrees.
The maximum fleet angle for grooved drums is 2.0 degrees.
The mathematical calculation for the fleet angle is tan W = A : B.
13
1.1.1 Sheave wear

The main causes of sheave wear are as follows:
a) extremely heavy loads
b) very quick stopping or starting of the drawworks
c) vibrations and whipping
d) incorrect fleet angle
e) differences in the rope and sheave diameters
f) worn sheave bearings
Causes a, b and c are due to incorrect operation standards. Causes d, e and f are due to incorrect
design and maintenance standards. An excessive fleet angle will create abrasive wear to both the
sheave and the drill line, resulting in excessive and uneven wear of the groove radius. We will
discuss how to measure the sheaves in Chapter 5.
Figure 11
Sheave cluster of the crown block made by NOV.
14
1.1.2 Drum wear
Figure 12
Drawworks without a drill line installed (LeBus grooves clearly visible).
Inspection criteria for the drum:

a) Inspect the condition and the adjustment of the kickback rollers.
b) Check the wear pads at the side of the drum.
c) Check the LeBus groove using a gauge.
Figure 13
LeBus groove with the drill line installed as recommended.
15
1.1.3 Line wear

Line wear cannot be eliminated - it can only be monitored and controlled. A good way to manage line
wear is to use a proven tonne-mile programme. The most likely causes of line wear are the following:
a) excessive weight
b) raising and lowering too quickly
c) stopping too quickly
d) poor spooling on the drum
e) contamination by extreme degreasers such as acid or heavy brine
Figure 14
Good spooling shows the outer layer
resting in the grooves of the lower
layer.
Figure 15
Poor spooling caused by a slack line
can leave a gap that the next wrap
falls into. This could be covered by the
same wrap, thus causing another
crossover point.
Figure 16
A worn drill line left on the drum after
a slip-and-cut operation may have a
smaller diameter (the dark colour in
the drawing). A newer drill line laid
over the top may not fit the grooves,
causing uneven spooling.
Cutting the line allows worn sections to be removed from the system. Simply slipping is not
recommended, as it does not move the crossover points on the drum. As the drill line diameter
reduces with wear, any worn drill line (i.e. with a smaller diameter) kept on the drum may result in
spooling problems and further damage.
16
1.1.3.1 Line wear summary

The best means of preventing wear on the drill line are as follows:
1. Consider crossover and pick-up points as the most critical sites for inspection.
2. Check that fastline speed/whip/vibration are controlled.
3. Carry out a rig-up to verify that the fleet angle is correct after the rig-up inspection.
4. Increase maintenance to ensure that the sheave and drum grooves are in good condition.
5. Increase checks on the drill line diameter.
6. Increase cut-and-slip programme to move critical wear points.
Proper procedures and maintenance routines:

a) Proper care will extend the life of the drill line.
b) Prevent contact with sharp objects.
c) Keep the drill line clean from mud, sand and corrosive chemicals.
d) Do not use the drill line near an arc welding circuit.
e) Protect the drill line when welding is carried out in the vicinity.
f) Do not clean the drill line with solvents.
g) Lubricate as necessary.
Figure 17
Conventional drawworks with main components.
17
1.1.4 Modern drawworks

The conventional drawworks (see Figure 17) was constructed with the following components:
 a low and a high clutch
 two brake bands connected with an equalising bar
 a coupling at the end to be connected to the eddy current brake
 two or three 1,000-horsepower DC motors driving the drawworks
 two catheads to be used with the rig tong
Modern drawworks may not be DC-driven, but they can be AC-driven and can have two types of disc
brakes installed. The following schematic shows one of the new drawworks designs by NOV.
Figure 18
NOV ADS-10 drawworks.
18
1.1.4.1 The NOV ADS-10 drawworks
Description
The NOV ADS-10D Automated Drawworks System (ADS) is used for hoisting the travelling
equipment of a drilling rig to remove and insert tubulars into the wellbore. The ADS is a gear-driven
drawworks with VFD-controlled AC motors and multi-plate friction brakes. Optional-resistive
(regenerative) braking via the main motors can be applied to augment the friction brakes. The
drawworks components are mounted on a unitised skid. The driller, at an operator control station,
uses a dedicated joystick and switches in order to remotely operate the ADS through a Varco
®
Integrated Control Instrument System (V-ICIS).
Wire rope drum
The wire rope drum is supported by two bearing carriers mounted to a structural steel skid. The drum
is fitted with LeBus grooving for customer-specified wire. A crown saver toggle valve is located
above the drum. The valve is located where it can be activated by the wire rope, just short of the
point at which a crown collision would occur. When the valve is activated, it sends a signal to a
crown saver pressure switch that disengages the clutches, activates the brakes and stops the
rotation of the drum (this applies to the DC drawworks). On the AC-driven system the power to the
drawworks is isolated in case the crown saver is activated.
Gearboxes (dry sump)

The 1,500-horsepower, single-speed, double-reduction gearboxes transfer power between the AC
motors and the wire rope drum. Mounted on the clutch shaft is a pneumatically released, spring-
operated multi-disc clutch that transmits torque between the first and second gear reduction. The
clutch must be engaged for velocity control by the motors during hoisting and lowering. Lubricating
oil for the gears and bearings is supplied by an external electrical pump system with a frame-
mounted reservoir.
Gearboxes (wet sump)

The wet-sump gearbox is similar to the dry-sump gearbox, apart from the fact that the lubricating oil
for the gears is supplied by the sump inside the gearbox. Lubricating oil for the bearings is supplied
by an external lube system.
Clutch
The clutch provides the opportunity to disengage the drive motors from the drum shaft. It is used in
ESD situations to reduce the (motor) inertia that the plate disc brakes must retard. It is also used
when electrical repairs or maintenance tasks are being performed, and when it is necessary to tune
the VFDs by running motors or the change of motors.
AC motors
The ADS uses 1,150-horsepower (continuous rating), variable-speed AC motors to drive the wire
rope drum through the gearboxes. The motors are coupled to the gearboxes with double-spherical
gear drive couplings. The wide range of motor speed allows the ADS to achieve a broad range of
hoisting speeds. The use of multiple motors increases the hoisting capability.
Motor blowers
The motor blowers provide open-loop, forced-air cooling to the AC motors.
Friction brakes
The brake is a combined spring-/air-operated, multi-plate disc brake. It applies braking to the drum
during operations, as well as parking braking. Two braking methods are available to the operator:
dynamic braking using the friction brakes, and regenerative braking through the AC motors. One
brake is mounted at each end of the drum shaft. The rotating brake discs are spline-coupled to the
19
drum shaft, and the brake housing is attached to the skid. Each brake has three water-cooled discs
for dynamic braking control and a single, air-cooled brake disc for extra static parking and
emergency stopping capacity.
Rotary encoders
Rotary encoders provide speed and block position information. Encoders are directly coupled to
each motor and coupled to the clutch shaft by means of a drive belt.
Sensing and feedback devices
Sensing devices are used to monitor the equipment functions. Sensor device outputs are sent to the
control system, where they are processed to provide feedback for closed-loop control and to display
status information to the driller. Several types of sensing devices are used.
ADS control system
The ADS control system processes all the data from the operator controls to the drawworks, and all
the feedback from the drawworks to the operator. The processed data is used to control all the
drawworks functions, and to inform the operator of the drawworks operations and status. The control
system also provides the following safety features:
 drill line protection
 collision protection
 equipment protection
Optional desert kit

An optional desert kit includes sand filters on the blowers and 55ºC ambient-temperature-rated
ancillary motors (blower motors and lubricating-oil pump motor) and main AC motors.
20
Figure 19
NOV ADS-10D water-cooled disc brakes.
21
Figure 20
Connections of the disc brake onto the drawworks main shaft.
Figure 21
NOV ADS-10DT gearbox.
22
1.1.4.2 Electronic driller window
Electronic Driller
Ref # Field Name Description Pass / Fail
1 Autodrill
2 SPP Analog and digital display of standpipe pressure
3 ROP Displays actual ROP
4 ROP Set point Adjustable ROP Set point
5 WOB Displays actual WOB
6 WOB Set point Adjustable WOB Set point
7 Torque Displays actual Torque
8 Torque Set point Adjustable Torque Set point
9 DeltaP Displays actual DeltaP
10 DeltaP Set point Adjustable DeltaP Set point
Figure 22
Clear indications on computer screens (illustration shows Autodrill format).
23
1.1.4.3 DWCS main screen
DWCS Main Screen

1 Drawworks Mode
Switches ADS control to Normal Mode. Speed is
2 Normal
100% of driller setting.
Switches ADS control to Slow Mode. Speed is
3 Slow
limited to 10% Speed.
4 Electronic Driller Switches ADS control to Electronic Driller Mode.
Switches ADS control to local control for Slip &
5 Slip & Cut
Cut control.
Switches control to Brake Only Mode allowing the
6 Brake Only
system to lower on brakes alone.
7 Drum Speed Set Point Displays commanded drum speed.
8 Block Velocity Displays commanded block velocity
9 Drum Speed Actual Displays measured drum speed.
Drawworks On Switches motors and auxiliaries on/off
Displays measured hookload from selected
10 Hookload
hookload sensor.
11 Velocity Limits
12 Max Hoist Allows driller to enter maximum hoisting velocity.
Figure 23
Actual information on the drawworks components from the DWCS system.
24
1.1.4.4 Drawworks status screen
Drawworks Status
1 Drawworks Mode
Switches ADS control to Normal Mode. Speed is 100%
2 Normal
of driller setting.
Switches ADS control to Slow Mode. Speed is limited to
3 Slow
10%.
4 Electronic Driller Switches ADS control to Electronic Driller Mode.
Switches ADS control to local control for Slip & Cut
5 Slip & Cut
control.
Switches control to Brake Only Mode allowing the
6 Brake Only
system to lower on brakes alone.
7 Encoder Status
Displays status of active encoder. Green indicates
8 Incremental “A”
active, gray indicates backup.
9 Incremental “B”
10 Absolute “A”
11 Absolute “B”
12 Motor A Status
Figure 24
Drawworks status of AC motors and encoders.
25
1.1.4.5 Specifications NOV ADS-10D
Component specifications
Size
Height (max.): 101 inches
Width (max.): 120 inches
Length (max.): 296 inches
Weight (max.): 100,000 lbs
AC motor
Power rating (max.): 1,400 horsepower (intermittent)
1,150 horsepower (continuous)
Speed (max.): 3,000 rpm
Cooling (each motor): 3,000 square cubic feet per minute of air
Gearbox
Type single-speed double-reduction parallel shaft
Ratios: 10.71:1 overall (dry sump)
10.69:1 overall (wet sump)
2.90:1 first stage (input) (dry sump)
2.77:1 first stage (input) (wet sump)
3.69:1 second stage (dry sump)
3.86:1 second stage (wet sump)
Torque rating: 11,000 ft•lbs input shaft (dry sump)
13,500 ft•lbs input shaft (wet sump)
Weight: 13,000 lbs (dry sump)
14,250 lbs (wet sump)
Brake
Brake size: 4-plate, 36-inch diameter
Dynamic braking type: 3-disc, water-cooled, pressure-applied brake system
Emergency parking brake type: spring-applied, air-cooled, pneumatically released multi-disc brake
(engages three dynamic discs and the single air-cooled disc)
Min. rig air pressure required: 135 psi
Max. dynamic braking torque at: 120 psi / 183,750 ft•lbs
Max. particle size: 5 microns (air quality as per ISA Standard S7.3-1981)
Dew point: 10ºC below minimum ambient temperature, not to exceed 2ºC in
any case.
Brake cooling
Flow rate to each brake: 195 GPM
Brake cooling system: 6.0 M BTU/hr (total continuous) with heat dissipation capacity required
Power rating: 1,950 horsepower each (150ºF max. outlet water [continuous] temperature
and 50ºF max. temperature rise)
Water inlet pressure: 40 psi max.
26
Wire rope drum

Wire rope diameter: as per customer specification
Drum core diameter: as per customer specification
Drum length: as per customer specification
Grooving: LeBus
Wire rope
Type: 6x19 Extra Improved Plow Steel (EIPS)
Specification: API Spec 9A (Wire Rope)
Power requirements (electric and pneumatic)

Control system: 120 V AC / 60 Hz / 15 A
Pressure: 135 psi
27
1.2 Drawworks checklist

 Record the date of the last drawworks overhaul (API RP 7L section 4.2).
 Check the NDT inspection reports for the brake bands, linkage and equaliser bar.
 Review the wear reports for the brake bands, brake pads and brake rims (IADC Drilling
Manual, Chapter F).
 Check for wear on the brake linkage and look for "kicking" brakes.
 Inspect the wear on the drill line/LeBus groove.
 Ensure that at least twelve wraps of drill line are left on the brake drum, with the travelling
block in the lowest position above the rotary table.
 Check the condition of the drill line clamp on the dead end of the drill line behind the
brake rim flange.
 Make sure that there is enough spare drill line for the duration of the contract.
 Verify the kickback roller setting (⅛- to ¼-inch play).
 Carry out a cathead pull test: minimum make-up cathead 7,000 lbs line pull, and break-out
cathead 14,000 lbs line pull (3,175 kg and 6,350 kg respectively).
 Check the condition of the make-up chain (maximum allowable link wear 10%).
 Check condition of the break-out line.
 Check the foundation bolts.
 Ensure that the lubrication oil pressure is within the OEM-required range (for National
drawworks this is 20 to 50 psi and 1½ to 3½ bars).
 Review the monthly oil-sampling analysis reports.
 Check that the oil sprayer nozzles are not blocked.
 Check if silicone sealant is being used as gasket material on the covers.
 Review the inspection records of the chain stretch: maximum allowed stretch 3% as
measured over five links (API Spec 7F section A.3.5).
 Check for wear on the sprockets (API Spec 7F sections A.3.4 and A.3.5).
 Carry out a function test of the Crown-O-Matic or equivalent system.
 Check the disc brakes for wear and cracks and the OEM manual for wear rates and limits.
 Check over the disc brake hydraulic system; check the OEM manual for the correct
operating pressures.
 Check the condition of the brake pads on the emergency brake, the parking brake and the
main brake.
 Confirm that any DC motors used inside the hazardous area are fitted with spark arrestors
and EX space heaters.
 Confirm that the electric cables and junction boxes have an EX rating (API RP 14F [2008]
section 6.4.7.2).
 Ensure there is sufficient cooling-water capacity for the brake bands and the Baylor eddy
current brake (minimum 150 US gallons per minute = 570 litres per minute when using a
Baylor type 7838 unit).
 Ensure there is sufficient cooling water for the disc brakes (195 gallons per minute = 740
litres per minute).
28
1.3 Hyperlinked images and drawings from the drawworks checklist

presentation
Note: Space has been provided below for you to make additional notes.
Figure 25
Equalising bar with potential cracks at the ends.
Figure 26
Wear measurement of the brake rims.
29
Figure 27
Kickback rollers at the aft side of the brake band.
Figure 28
Kickback rollers should only have clearance when
the brake is engaged.
30
Figure 29
Chain-driven oil pump.
Figure 30
Disc brake caliper.
31
Figure 31
DC motor, or "sparking machine".
32
1.4 Drawworks: photos and drawings

Figure 32
There should be no unauthorised welding
on any lifting equipment, including the
balance bar. Perform a wobble test to
check the clearance.
Note: The maximum clearance for a
National drawworks is 0.020 inch (= 0.5
mm).
Figure 33
Cracks are frequently found during NDT
inspections. Some NOV balance bars are
cast steel and tend to reveal more cracks
than forged or fabricated balance bars.
Figure 34
Cracks found during NDT on the
equalising bar.
33
Figure 35
Inspection of the brake linkage system.
The toggle valve and the pneumatic
actuator are clearly visible.
Figure 36
Poorly stored brake bands could become
deformed and will not fit correctly.
Figure 37
New brake bands are fabricated to fit
perfectly on the rims. They must be stored
in a perfect circle.
34
Figure 38
Partial NDT of the drawworks brake
bands. This is a six-monthly inspection. If
the brake band pads need to be renewed
it makes sense to carry out a complete
NDT at full circumference.
Figure 39
Brake bands which came apart, justifying
the regular NDT inspections.
Figure 40
Badly cracked brake band still in
operation during our visit to this rig. The
rig operation was immediately stopped
when we found this crack.
35
Figure 41
Brake bands are made of spring steel.
The rig welder must not make any weld
repairs of the brake bands. This sort of
"repair" could fail at any moment.
Figure 42
Kickback rollers support the weight of
relaxed brake bands to ensure the brake
bands do not overheat by rubbing against
the rotating brake rims.
Figure 43
Lack of sufficient cooling water to the
brake rims results in small cracks and
discolouring. The bronze discolouring is
an early indication of overheating
problems due to lack of cooling water.
36
Figure 44
When the rim surface turns blue it is an
indication of a serious cooling-water
problem. This is more than likely caused
by heavy scale build-up in the cooling
pipes and passages. Cooling-water
treatment is vital to prevent scaling.
Figure 45
Typical brake cooling system showing the
brake rim and eddy current brake cooling
lines. Two cooling-water pumps would be
preferred. The maximum temperature of
the cooling water outlet is 74°C (165°F).
Figure 46
The bent Crown-O-Matic toggle valve
spindle could lead to a collision. It is an
easy repair that has been ignored.
37
Figure 47
The drawworks is fitted with LeBus-
grooved drums to ensure that the drill line
spools correctly, thereby reducing wear
and tear on the drilling line.
Figure 48
Even with a LeBus groove, expensive drill
lines may still suffer damage without
sufficient care.
Figure 49
Poor condition of the LeBus grooves on
the drum.
38
Figure 50
Another example of worn LeBus grooves.
You do not need tools to see how bad this
wear is.
Figure 51
Modern wires are self-lubricating. This one
should have been changed a long time
ago.
Figure 52
Inspection of the power end of the
drawworks with all the chains removed
from the sprockets.
39
Figure 53
Nozzles inside the power end provide
lubrication for the sprockets, chains and
bearings. A blockage of these nozzles will
rapidly increase the wear on the chain and
sprocket, or even cause bearing failure.
Figure 54
The smaller chain drives the oil pump from
the drawworks shaft. The chains should
be checked for their condition and tension
to maintain the correct oil pressure.
Figure 55
Older drawworks have chain-driven
lubricating pumps, which means there is
no pre-lubrication. Modern drawworks
have externally mounted electric-driven
pumps that start as soon as the driller
selects the drawworks and gives good
pre-lubrication. This system requires an
alarm.
40
Figure 56
If there are no gaskets available, drill
crews tend to use silicon sealant as a
gasket material. This has led to plugged
lubricating-oil lines and nozzles, causing
prolonged downtime on major drilling
equipment.
Figure 57
Any drawworks inspection must pay
particular attention to the sprockets and
chains. Badly worn chains and sprockets
need to be replaced. It is not cost effective
to fit a new chain on a worn sprocket.
Figure 58
Chain links are sometimes severely
damaged. An increase of steel particles
should show up in the oil sample analysis.
41
Figure 59
Severe wear and tear on the teeth of the
coupling between the eddy current brake
and the drawworks.
Figure 60
Damaged or homemade spliced wires
should not be used on the cathead break-
out line for the rig tongs.
Figure 61
Make-up chain from the make-up cathead
showing severely worn chain links. The
maximum-allowable wear level of the
chain links is 10% of the original
thickness. A new make-up chain must be
installed here.
42
Figure 62
Rotating equipment should be fully
guarded to protect personnel. Poor
housekeeping and maintenance will
almost always result in low safety
standards. This should put an inspector on
high alert.
Figure 63
Typical disc brake arrangement. The
brake pads and disc should be checked
on a regular basis. The wear rates should
be within the OEM recommendations and
limits.
Figure 64
Typical example of what happens when
the drill line fails.
43
Figure 65
Drill line failures are expensive to repair
and could result in loss of life, loss of the
well and loss of the contract.
Figure 66
Example of a drawworks on a rig with low
operating standards.
44
2 Rotary table
2.1 Introduction
What is it?
A rotating table that is AC or DC electrically-driven or driven from the
drawworks
What does it do?

It rotates and supports the drill string when connections are to be made for
the drill string or the casing.
How much power?

Load capacity 1-2 million lbs
Torque capacity 40-70,000 ftlbs
Special features?
Some rotary tables cannot be used to rotate the string; instead the top
drive is used. Some rotary tables are hydraulically-driven to rotate with a
low torque and low speed only.
45
2.2 Rotary table checklist

 Check the condition of the air brake housing.
 Check the condition of the chain and sprockets (maximum chain stretch 3% as per API RP
7F (2003) section A.3.5).
 Ensure that the electrical cables and junction boxes have an EX rating required for zone
1.
 Check the condition and operation of the gearbox; check the oil for possible
contamination with water.
 Review any oil analysis reports and record the frequency of oil sampling.
 Review the backlash measurement records.
 Function-test the rotary table at 120 rpm for 30 minutes in a clockwise rotation; check for
heat development.
 Function-test in an anticlockwise rotation at slow speed (20 rpm) for a short period.
 When function testing allow time for the unit to warm through. Then check the noise and
vibration levels. Do not run in reverse for prolonged periods.
 Check the condition of the main bearing.
 Ensure that the DC motors draw cooling air from outside the hazardous areas and that
spark arrestors are fitted on the discharge side of the DC motors.
 Ensure that safety matting is fitted around the rotary table.
 Measure and record the wear on the master bushings and inserts, and record the position
of the slips inside the drill pipe inserts of the master bushings.
 Function-test the manual locking system.
46
2.3 Hyperlinked images and drawings from the rotary table checklist
presentation
Figure 67
Cross-sectional model of rotary table air brake.
Figure 68
Example of wear limit on tapered bowls.
47
2.4 Rotary table: photos and drawings

Figure 69
Rotary table: bearing and main gear.
Figure 70
Anti-slip matting.
Figure 71
Rotary table and master bushing.
48
Figure 72
Gearbox of the rotary table with severely
damaged teeth.
Figure 73
Severely damaged pinion from the
gearbox.
Figure 74
Complete NDT as per API RP 7L.
49
Figure 75
Cracks found in the rotary master bushing
drill pipe inserts.
Figure 76
Cracks found on the outer side of the
master bushings.
Figure 77
Cracks found in the rotary master bushing
inserts.
50
Figure 78
Cracks in the lugs of the split-type master
bushings.
Figure 79
The pin and the slots of the rotary master
bushings need to be measured to ensure
that they are within the OEM maximum
wear limits.
Figure 80
Rotary table with clearly worn master
bushings and master bushing drill pipe
inserts.
51
Figure 81
Measuring the neck of the master bushing
inserts to ensure they are still within the
OEM maximum wear limits.
Figure 82
Clear indications of excessive wear on the
tapered inserts and master bushings. The
slips are lowered too deep into the master
bushing inserts, indicating excessive wear
of the master bushing inserts.
Figure 83
New master bushing, drill pipe inserts,
slips and safety clamp in proper condition.
52
Figure 84
Disassembled bearing of the rotary table.
Note the lack of lubrication and the
condition of the balls and the bearing
race.
Figure 85
The bearings and bearing race for this
rotary table are completely destroyed.
Figure 86
Damaged pinion gear and shaft for the
rotary table.
53
Figure 87
Damaged race and balls in the rotary
table bearing.
Figure 88
Air-operated brake of the rotary table with
a new housing installed. Due to the
brake’s location, corrosion on the brake
housings is often severe, and they need
regular replacement.
Figure 89
Brake housings are often found badly
corroded.
54
Figure 90
Rotary table DC motor equipped with new
spark arrestors. Note the purge alarm
sensor in between the spark arrestors.
Figure 91
Older rotary tables are often driven by DC
motors that need spark arrestors fitted to
the cooling-air outlets.
Figure 92
It is becoming more common to find
hydraulic drives for rotary tables,
especially when a top drive is installed.
55
Figure 93
New hydraulically-driven rotary table
installed and the tracks of the Iron
Roughneck on top.
Figure 94
Bushing pullers can also crack and need
to be included in the Lifting-Gear
Register. They require NDT inspections
according to API RP 8B standards.
56
Figure 95
Many rigs use auto slips. Their operation
must be checked as well as their
mechanical condition and the NDT
reports.
Figure 96
Bowl locks must be in good working
order, especially on rigs which do not use
a top drive. The locks are very important,
especially when high-torque levels are
encountered due to deviated drilling
operations.
57
3 Top drive
What is it?
A “rotary table in the air” installed underneath the travelling block.
AC- or DC-driven as well as completely hydraulically-driven top drives are
available.
What does it do?

It rotates the drill string and makes connections with drill pipe stands. It is
very useful to ream the top drove with stands of drill pipe to clean the hole.
How much power?
40-80,000 ftlbs continuous
Special features?
Air brake with 40-70,000 ftlbs
58
3.1 Introduction
Figure 97
Overall picture of the NOV top drive, fitted with retracting system.
59
3.1.1 Upper part of the top drive
Figure 98
Upper part of the NOV top drive.
The upper part of the top drive contains the following elements:
1. gearbox
2. gear oil pump
3. gear oil cooler
4. motor coupling
5. drilling motor
6. parking brake
7. blower
8. motor bracket
9. lantern
10. wash pipe
11. S-pipe
12. suspension bail
60
3.1.2 Lower part of the top drive
The pipe handler contains the following

elements:
1. main shaft
2. control valves
3. rotating head
4. hydraulic swivel
5. link hanger
6. split collar
7. crossover sub
8. remote IBOP
9. manual IBOP
10. saver sub
11. hydra lock
12. torque column
13. IBOP actuator
14. back-up grabber
15. links
16. link tilt
17. BX elevator
Figure 99
Pipe handler.
The pipe handler has a 360-degree continuous-rotation facility. All ranges from 4-inch up to 9½-inch
pipes can be torqued up by means of the same pipe handler kit. The pipe handler has the capacity to
move out' the elevator by seven feet (provided that 132-inch links are installed [link tilt]).
61
3.1.3 Gearbox
Figure 100
Gearbox type 2PV40.
The 2PV40 gearbox has the following features:

 helical-cut gearwheels
 dual top and bottom lip seal system
 spring for preloading both the main thrust bearing and
the axial upward thrust bearing
Figure 101
Gearbox type 2PV40.
Continuous high-torque drilling during

deviated or even horizontal wells can
have a dire effect on the gearbox due to
the high torque levels encountered during
drilling operations.
Figure 102
Gearbox.
The gearbox is lubricated by a

combination of an oil bath and forced
lubrication. The circuit includes an oil
filter, a pressure gauge, a pressure
switch, a temperature transmitter and an
oil cooler.
62
Figure 103
Baylor CM628TUT AC drilling motor.
The Baylor CM628TUT AC drilling motor

allows full torque at zero speed for an
unlimited time.
Figure 104
Performance curve of drilling motor type CM625TUT.
63
Figure 105
Air brake.
The air brake (parking brake) is mounted on the non-

drive end of the drilling motor. A 1024-pulse
tachometer provides an accurate speed feedback to
the AC drive resulting in a safe operation and precise
speed readout.
Figure 106
Suspension system.
The suspension system is fixed to the gearbox with

two bail pins. The weight-compensating system is
fixed to the bail with two brackets. The aim of the
weight-compensating system is to protect the pipe
threads from damage when the TDS is connected to
or disconnected from the drill string.
64
Figures 107 and 108

Pipe handler with its components.
Figure 109
Rotating head.
The rotating head provides hydraulic flow to the

consumers via thirteen individual lines, while allowing
360-degree continuous rotation. The rotation is provided
by a hydraulic motor fixed to a gearwheel driving the
slew ring bearing.
The rotating head can only rotate at a much reduced
maximum suspended load.
65
Figure 110
Split collar.
The split collar is located just above the

crossover subs and is used to transfer heavy
pipe handler loads (above 10 tonnes) to the drill
stem.
Figure 111
Split collar.
The split collar is composed of two solid halves

with an inner profile that fits the recesses into
the drill stem.
Figure 112
IBOP actuator.
The IBOP actuator consists of a hydraulic
cylinder, a lever arm and an actuating sleeve.
Most of the IBOPs are air-operated.
66
Figure 113
Link tilt system.
The link tilt system consists of a set of hydraulic cylinders and clamps fixed to the elevator links. The
total forward/backward motion is limited to circa 90 degrees. The link tilt system needs to be adjusted
and restricted with chains to prevent it from making contact with the fingers or step of the
monkeyboard.
67
Figure 114
Service loops.
Two service loops are installed: one power umbilical

and one signal umbilical.
Figure 115
Hydraulic control valve unit.
A support bracket includes the hydraulic and pneumatic control valve blocks, instrument junction
boxes, pressure switches, etc.
68
3.1.4 Remote control top drive on driller’s panel
Figure 116 Figure 117 Figure 118

Keypad joystick vertical Keypad joystick Keypad IBOP close button.
axis (speed throttle). horizontal axis.
Select (push and confirm)
Increase the drill mode Tilt the knuckle links (with the button to close the
speed set point (and speed) the elevator links and remote-operated IBOP
by pushing the joystick in elevator) forward and (kelly cock) in the drill stem.
the 'Speed Inc.' direction backward by moving the Repeat the command to
(along the vertical axis). joystick in the 'Link Tilt open the IBOP.
Observe the speed set point Backward' and 'Link Tilt
Note: The button is also
indicator and the actual Forward' direction.
included in other keypads.
speed indicator on the
screen display during
adjustment. When the
joystick is returned to
neutral, the speed set point
remains where it was set.
Note: You can only
increase, not decrease,
the set point in this
direction.
69
3.2 Top drive checklist

 When was the last overhaul (as per API RP 7L section 4.2) performed and when were the
OEM's safety recommendations carried out? Equally important, when is the next major
overhaul due?
 Inspect the condition of the service loops in the derrick.
 Are all the spare service loops available?
 Is the protection frame well secured?
 Check for oil leakages.
 Review and record the oil sampling/analysis frequency.
 Verify that swivel bearing clearance records are present.
 Is there a completely dressed spare wash pipe assembly present on the rig site?
 If the top drive is DC-driven, is there a spare DC motor with a special hub and bearings?
This motor needs to be stored in a vertical position.
 Is a high-torque DC motor fitted and is it in good condition?
 If the top drive is AC-driven, are there spare AC motors for the top drive with a VFD
system?
 Check the condition of the torque arrestor pins.
 Verify the NDT inspection reports for:
o the pipe handler
o the main shaft/load collar
o the IBOP
o the elevator links
 Check the link tilt operation and condition.
 Confirm that the electric cables and junction boxes have the correct EX rating.
 Are dolly wheel catchers installed?
 Have the latest Varco or other (OEM) upgrades been implemented?
 Check the records of the swivel bearing clearances and verify that the swivel is integrated
with the top drive.
 Are dropped-objects and post spud procedures in place?
 Are the safety clamps correctly installed on the mud hoses (API Spec 7K section 9.10.9
and 9.10.4 Table 8/Figure 10 and IADC Safety Alert 00-24 and API RP 53 [1999] section
9.13.3)?
 Are the inspection intervals on the mud hoses as per the OEM recommendations?
 Check for any exposed wire banding under the outer rubber of the hose (ISS-059
Inspection Guidelines for high-pressure hoses). Is the spare mud hose installed in the
derrick?
70
3.3 Hyperlinked images and drawings from the top drive checklist
presentation
Figure 119
Sectioned view of torque arrestor.
Figure 120
Checking wear on main bearing of the swivel.
71
Figure 121
Standards for safety clamps on Kelly hoses.
Figure 122
Info from ISS- 059.
72
3.4 Top drive: photos and drawings

Figure 123
Note that no dolly wheel catchers have been
installed. This is a dropped-object hazard.
Figure 124
Seized dolly wheel, which could lead to a
dropped-object hazard.
Figure 125
Dolly wheel catcher installed, plus an extra
safety chain to secure the catcher box.
73
Figure 126
Clear misalignment between the top drive and the centre
of the rotary table. This can be adjusted on the top drive
itself.
Figure 127
The alignment cylinder enables the adjustment of the top
drive in relation to the well centre. Note: This picture
shows a top drive during PM operations, hence the rope
and the chain hoist.
Figure 128
Rusty nail used as a safety pin. How about the weekly
dropped-objects inspections?
74
Figure 129
Things to look for during the dropped-objects
inspections.
Figure 130
Crushed blower hose for motor cooling restricts
air flow, causing the DC motor to overheat. This
should be noticed by the crews and rectified
before we find it.
Figure 131
View of the split landing collar.
75
Figure 132
Commutator of a standard DC motor.
Figure 133
Commutator of a high-torque DC motor.
The square sections provide a better
cooling-air passage: the pineapple pattern.
This is the easiest way to tell whether a
motor is high-torque (just look inside). This
motor assembly also shows a high-quality
EX space heater.
76
Figure 134
Measuring the clearance of the integrated swivel
of a TDS 4 using a dial indicator. Integrated
swivels cannot be repaired by rig crews, nor can
excessive clearances be cured by using shims.
Figure 135
Pipe-handling and link tilt operation of a Tesco
top drive. The link tilt system is hydraulically-
operated, similar to the ones on modern Varco
top drives.
Figure 136
Homemade weld repairs applied to the lifting
cylinder of the pipe handler. A very dangerous
practice!
77
Figure 137
The IBOPs are to be inspected regularly. This
means NDT inspections on the outside at the
load-bearing areas, as well as on the inside on
the sealing areas of the ball valve.
Figure 138
Unauthorised weld repairs on the IBOPs of this
top drive. The top and bottom of the IBOP were
welded. This is a very dangerous practice, as
this IBOP can part due to weight and pressure!
Figure 139
After-effects of a top drive gearbox failure.
Lubrication oil analysis could have pointed to a
potential failure before it got to this stage.
78
Figure 140
An expensive failure. A lubrication oil analysis might appear
cost-effective now!
Figure 141
New TDS motor with thrust bearing and special gearbox hub
for vertical mounting.
Figure 142
Same arrangement after motor failure.
79
Figure 143
New motor brake.
Figure 144
Used motor brake.
Figure 145
Failed motor brake.
80
Figure 146
Air-operated link tilt system. Check the
intermediate stops for correct operation.
Figure 147
Main components of the PH 85 pipe
handler system with air-operated link tilt.
81
Figure 148
Very powerful springs of the torque arrestors.
Figure 149
Typical service loops.
Most service loops are unique to one rig,

so you should have a spare service loop
available in the country or on the rig site.
82
Figure 150
Not all service pipes and cables are in a combined
loop.
Figure 151
Modern hydraulic link tilt that supersedes the
pneumatic design of the Varco TDS.
Figure 152
Older mild-steel swivel wash pipe assembly on top
drive (to be checked/replaced every 400 to 600 hours).
Better is a chrome pipe (to be checked every 1,200 to
1,500 hours), if fitted correctly.
83
Figure 153
 Modern swivel wash pipe assembly
 2,000 hours at 5,000 psi/150 rpm Nova
Plus mud (includes 1,000 hours with
0.006-inch intentional perpendicular
misalignment)
 4 hours at 7,500 psi/150 rpm (test was
stopped after no failures)
 4 hours at 7,500 psi/225 rpm (test was
stopped after no failures)
 200+ hours at 5,000 psi/150 rpm with
Aqua Gel mud (test was stopped after no
failures)
84
4 Independent swivel
4.1 Introduction
What is it?
A rotary tool installed in the hook at the bottom of the travelling block.
What does it do?

It allows the drill pipe to rotate while supporting the weight of the drill string
and allows the passage of mud through the drill pipe at the same time.
How much power?

1-2 million lbs. pulling capacity, depending on the rig.
Special features?
New design wash pipes are now available.
85
4.2 Independent swivel checklist

 Review the oil analysis records and frequency.
 Review the grease sampling and analysis records.
 Check for oil leaks from the lower seal.
 Record the thrust bearing clearance records and use a dial indicator (API RP 8B section
6.2 and ISO 13534).
 Check that NDT is carried out on all load-bearing areas as per API RP 8B and ISO 13534.
 Ensure that the NDT inspection records of the drill pipe connection are as per API RP 7G
section 13.2.2 or higher standard.
 Review the wall thickness inspection records for the gooseneck (see API RP 574 Table 1
for original pipe wall thickness).
 Ensure there is a connection for the wire line operations installed on the gooseneck.
 Ensure that at least one spare wash pipe assembly, fully dressed with the correct seals, is
available.
 Has an upgraded type of wash pipe assembly been installed?
 Ensure that the spare swivels are stored in a vertical position.
 Ensure wash pipes have high-temperature seals fitted if the rig has to encounter high-
temperature operations.
86
4.3 Hyperlinked images and drawings from the independent swivel

checklist presentation
Figure 154
The independent swivel bearing can be dressed with brass shims if the bearing clearance is too
high.
87
Figure 155
Measuring the independent swivel clearance in the field.
Figure 156
Swivel in vertical position for (long-term) storage.
88
4.4 Independent swivel: photos and drawings
Figure 157
Swivel after an NDT inspection. Note that the drill
pipe connection was NOT carried out. What other
section has been forgotten?
Figure 158
Swivel components NDT-inspected as per the API
RP 8B Category IV inspection standards.
Figure 159
Severely worn swivel pins. This one needs to be
replaced.
89
Figure 160
Severely corroded threads of the wash pipe
connection.
Figure 161
Incorrectly measuring the clearance of the main
swivel bearing. By lowering the drill pipe into the
slips the shaft moves up and the clearance can be
measured with the dial indicator, but only if the wash
pipe has been removed.
Figure 162
The clearance of the main bearing of the swivel can
be adjusted using brass shims to reduce excessive
clearance. This is NOT possible for integrated
swivels on the top drives.
90
Figure 163
Swivel disassembled for major overhaul.
Figure 164
Schematic showing the seal arrangement inside the
wash pipe assembly.
Figure 165
Conventional wash pipe assembly. At least one
completely dressed spare wash pipe assembly should
be available on the rig site.
91
Figure 166
Home-welded NPT plug on top of the gooseneck
U-pipe of the swivel.
Figure 167
No plug available in the U-pipe means that no
wire line operations are possible through this
swivel. Note the improper storage conditions here.
Figure 168
Using hammer unions instead of threaded fittings
is the better option, as the mud is isolated from
the threads of the hammer unions by a rubber
seat located inside the hammer unions.
Note: The rope did not stay on the S-pipe, but
was used to install the S-pipe and to guide the
load.
92
Figure 169
What is wrong here?
Figure 170
Correct (long-term) storage of the swivel: in the
vertical position. Ensure that both the chain and
the frame have the right load rating and that
they are both certified.
93
Figure 171
New-generation wash pipe assembly.
Figure 172
Modern wash pipe assembly.
Specifications for the commissioning test of a newly-designed wash pipe assembly:

 2,000 hours at 5,000 psi/150 rpm with Nova Plus mud (including 1,000 hours with 0.006-inch
intentional perpendicular misalignment)
 4 hours at 7,500 psi/150 rpm (test stopped after no failures)
 4 hours at 7,500 psi/225 rpm (test stopped after no failures)
 200+ hours at 5,000 psi/150 rpm with Aqua Gel mud (test stopped after no failures)
94
5 Crown and travelling block

5.1 Crown block introduction
What is it?
The crown block is usually a cluster of seven sheaves, sometimes
accompanied by two single sheaves.
What does it do?

It supports the full weight of the travelling block, top drive, hook, swivel
and the drill string.
How much power?
1-2 million lbs. load capacity, depending on the rig.
Special features?
Jumper bars to prevent the drill line wire from jumping off the sheaves due
to a sudden loss of load.
Bumper blocks to protect the sheaves from a collision of the travelling
block.
95
5.2 Travelling block introduction
What is it?
The travelling block is usually a cluster of seven sheaves.
What does it do?

It guides the drill line and travels up and down in the derrick.
It supports the full weight of the travelling block, top drive, hook, swivel
and the drill string.
How much power?

1-2 million lbs. load capacity, depending on the rig.
Special features?
A top drive or a hook and swivel assembly is installed underneath the
travelling block.
96
5.3 Introduction to the crown block and travelling block
Figure 173
New NOV crown block fitted with automatic grease cartridges.
Figure 174
Modern NOV crown block sheave cluster. Most rigs have
seven sheaves installed, six of which are used.
97
Figure 175
Example of the specifications of a modern crown block cluster made by NOV.
Figure 176
Sheave-bearing inspection by wobble test with a crowbar.
Note: There must be no tension on the drill line. Consequently, the travelling block needs to be
hung off during wobble testing.
98
Figure 177 and Figure 178

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

Sheave measurements using the sheave gauges.
Note: Be aware that a loss of the upper layer of the hardened sheave profile can rapidly increase
the wear of the sheave profiles, so frequent inspections are required.
99
Figure 182 Figure 183

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

Grease plug. Grease cartridge.
Grease plugs need to be removed to After energising the grease cartridges, a

energise the grease cartridges. chemical reaction inside the cartridges slowly
pushes the grease out.
100
Figure 186
Travelling block general layout.
Figure 187
Grease points of the travelling block.
101
5.3.1 Travelling block maintenance

Two-weekly maintenance routine
 Although only being used intermittently, the travelling block must be lubricated using the OEM-
recommended programme specified in the lubrication chart.
Six-monthly maintenance routine
 Gauge the sheaves of the travelling block.
 The sheaves should be reworked or replaced if the throat bottom radius falls below the
recommendation in section 3 of API RP 9B (2002) section 3.3.13 'Application, Care and Use of
Wire Rope for Oil Field Service'.
Yearly maintenance routine
 Wash down all dirty parts of the equipment and allow them to dry.
 Have the (lifting-appliance) equipment inspected by a third party company to verify that it is
suitable for another year of operation.
 A signed copy of the inspection report must be filed in the maintenance log and the remarks
must be followed up.
 The yearly inspection must include a complete visual inspection and MPI by means of the wet
fluorescent method (see API Spec 8C) of the following load bearing components: critical areas of
the cheek plate, sheave shafts and critical areas of the sheaves.
 Touch up all paint damage, but only after the inspection by the third party company has been
carried out.
Six-monthly inspections
 Visual inspection of the wire sheaves with respect to wear, deformation and cracks.
 If there is any visible evidence of damage, carry out an MPI by means of the wet fluorescent
method of the damaged/suspected areas.
 The sheave wear measurement and acceptance criteria must be according to the recommended
practice described in the API RP 9B standard.
Inspections after jarring/top hole drilling
 If the travelling block has been subject to impact loads (for instance during jarring or rough top-
hole drilling), it must be inspected for cracks, loose bolts and parts, signs of overload and
deformation.
 Listed below is a guideline for inspections after jarring/top-hole drilling.
 Based on the actual operation carried out, those responsible for the operation must determine
the required extent of inspection according to the amount of abuse and the level of impact loads
to which the travelling block has been subjected.
 Inspect the sheave pin retainer plates (one retainer plate on each end of each sheave shaft) for
loose bolts and parts.
 Damaged parts must be removed and taken out of service.
 After the equipment has been returned to service, it must be observed during its operation to
verify satisfactory performance.
102
5.4 Crown block checklist

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

 Take out a PTW (permit to work).
 Hang off the travelling block prior to inspection and isolate the drawworks electrical power
supply (either the SCRs or the VFDs).
 Check that the five-yearly NDT inspection and disassembly are as per API RP 8B and ISO
13534 (or an acceptable alternative).
 Carry out a wobble test on the sheaves using a small crowbar.
 Review the records and/or measure the sheaves with the correct size of sheave gauge.
 Confirm that the grease nipples are in good working condition.
 Ensure that a certified hang-off line, pad eyes and shackles are used (API RP 9A and 9B
[2002] section 3 and API RP 4G [2004] section 8.3). Check that the load rating of the hang-
off lines, pad eyes and shackles is rated to the travelling block weight, including the top
drive.
 Check for damage on the sheave covers due to a twisted drill line or too high a fleet angle
of the drill line. If the travelling block is not hanging straight (when no top drive is used)
the drill line may be installed incorrectly.
 Ensure that travelling blocks in long-term storage are kept in a vertical position.
103
5.6 Hyperlinked images and drawings from the crown block checklist and
travelling block checklist presentation

Wear patterns on sheaves. Crack areas as found on some of the sheaves.

Position of jumper bars. Position of bumper blocks.
Ensure the wire mesh is secured as well.
104
Figure 192
Correct and incorrect ways to install wire on the drum.
105
Figure 193
Crown block undergoing five-yearly inspection.
In addition to the NDT for cracks, inspection of the

hardened top layer of the sheaves is important.
Figure 194
Measuring the wear on the sheave profile.
Figure 195
Certified hang-off line must have the right load rating.
106
5.7 Crown block and travelling block: photos and drawings
Figure 196
Well-designed jumper bars over the
sheave cluster.
Figure 197
This rig had a new crown cluster fitted, but
without any jumper bars. A sudden loss of
load can cause the wires to jump off the
sheaves.
Figure 198
Performing a wobble test: checking for
poor/worn sheave bearings or cracked
sheaves. Ensure the crowbar cannot
become a dropped object itself!
107
Figure 199
Performing a wobble test: checking for worn
bearings or sheave bosses that are loose on the
outer race and the inner race slack on the pin.
The bar is too long for the job. Where are the
safety glasses?
Figure 200
One sheave just hanging on the edge of its
bearing. Total failure is looming. Taken the day
after raising the BOP.
Figure 201
Wear rate above the maximum allowable wear on
this fastline sheave.
108
Figure 202
Sheave gauge and checking sheave
grooves.
Figure 203
Checking the sheaves with a sheave
gauge. This so-called “new sheave”
already shows too much wear on one
side. This was a good paint job over a
worn sheave, which was returned like
this from the workshop.
Figure 204
This sheave shows less indication of
excessive wear.
109
Figure 205
Cracked sheave on the crown cluster.
Figure 206
You don't always need gauges to see that
the sheaves are worn. Both failures could
have been avoided by regular inspections.
This one lost the well.
Figure 207
No lock-wire installed on the bolts into the
shaft of the crown block cluster. The bolts
and plate are now potential dropped
objects.
110
Figure 208
Approximately 90% of sheaves are
condemned after five years. The sheave
profile is excessively worn or too soft, or
cracks are present as on this sheave
(parallel to the sheave profile).
Figure 209
Install self-closing gates/barriers at the
crown block platform entrance.
Figure 210
Bumper blocks protected by heavy-duty
wire mesh. The wire mesh frames must
be fitted with safety slings. Note that the
too-thin secondary retention for the
shackle is wrapped around the beams,
which is not a good practice.
111
Figure 211
Distinct wear pattern on the travelling-block sheave
covers when a top drive is installed; a clear indication of
a twisted drill line or an excessive fleet angle of the drill
line coming from the drawworks drum.
Figure 212
Long-term storage of the travelling block in a vertical
position. The unauthorised welding used here to secure
the block in the vertical position can actually cause
severe damage on the bearings of the travelling block
sheaves.
Figure 213
Excessive play for the main shaft of the travelling block.
It is no longer possible to grease, as the grease nipple
is broken off (a so-called 'Dutchman').
112
Figure 214
Measuring the sheaves and bearing
condition by performing a wobble test on
the travelling block, which is not an easy
task. Ensure that the crew member’s
helmet has a safety strap attached. On
many rigs this kind of man-riding operation
is no longer acceptable; a scaffold is used
instead.
Figure 215
What is wrong here?
Figure 216
NDT as per API RP 8B and ISO 13534.
113
Figure 217
NDT as per API RP 8B and ISO 13534.
114
6 The derrick
6.1 Introduction
What is it?
A lifting device composed of a tower or a guyed mast, such as a pole,
which is hinged freely at the bottom and which is sometimes controlled by
four lines to keep the derrick straight.
What does it do?

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

0.5-2 million lbs. load capacity, depending on the rig.
Special features?
Many special designs of masts and derricks are used in the drilling
industry.
115
6.2 Derrick checklist

 When was the last Category IV derrick inspection as per API RP 4G (2004) section 5.1 and
section 9.1?
 What is the load rating of the derrick (API RP 4G section 15.7 and section 9.2.1)?
 Is there a derrick inspection programme in place?
 Check for bent or damaged beams and cross members (API RP 4G (2004) section 6.1).
 Inspect the NDT reports for the fingerboard at the monkeyboard level.
 Verify that the fingers at the monkeyboard level are fitted with acceptable safety chains,
wire slings or wire rope. Preferably, an OEM-installed secondary retention system should
be present.
 Ensure that air-/hydraulic-operated winch cables are not rubbing against any beams in the
derrick, or against the monkeyboard drill pipe fingers in the derrick frame.
 Make sure that no load-carrying (safety) wires are slung across the beams in the derrick
frame.
 Confirm that the illumination in the derrick leaves no dark spots.
 Ensure all light fittings in the derrick have secondary retention installed.
 Is there a dropped-objects procedure in place?
 Is there an inspection programme for the raising lines (land rigs)? How many
raising/lowering cycles are performed between changes (API RP 4G [2004] section 4.1.1)?
 Is the derrickman correctly secured against falling when working on the monkeyboard
level stabbing board?
 Check the mechanical condition of the Geronimo escape line and its anchor points. Ensure
that valid certification is present.
 Check the condition of the derrick ladders and platforms, self-closing barriers, handrails
and back-scratchers (API RP 54 section 9.3.17).
 Are suitable toe boards installed (API RP 54 section 9.3.19)?
 Check the condition of the omnidirectional aircraft-warning lights at the top of the derrick.
 Review the certification and check the condition of the travelling block hang-off lines, pad
eyes and shackles (API RP 9B [2002] section 3 and section 3.3.13 and Table 7). Is the load
rating sufficient, including the weight of the top drive?
 Are wooden/rubber bumper blocks (if present) covered with a heavy-duty wire mesh (API
RP 54 section 9.2.16)? Is there a secondary means of retention for the wire mesh?
 Are all hinged platforms and parts in the derrick secured with an engineered secondary
retention, such as safety chains or safety slings?
 All shackles used in the derrick must be certified and of the four-piece type.
 Ensure that snatch block safety wires have a SWL which is at least twice the SWL of the
hoist wires (dynamic impact).
116
6.3 Hyperlinked images and drawings from the derrick checklist

presentation
4-point harness
Figure 218
Securing the derrickman.
Figure 219
Damaged safety sling provides a false sense of security.
117
Figure 220
Derrickman's escape devices.
Figure 221
All hinged parts in the derrick must be secured with safety wire, chain or rope.
118
Figure 222
Installation of snatch block safety line.
119
Figure 223
Raising-line sheave in poor condition.
Figure 224
New raising-line sheave.
Figure 225
Two-piece and four-piece shackle.
120
6.4 Derrick: photos and drawings
Figure 226
Typical land rig derrick.
Figure 227
Damage to any of the main members of
the derrick could affect the actual load
rating of the derrick.
121
Figure 228
Derrick inspections would have revealed
the extent of corrosion, allowing it to be
cleaned and painted before it worsened.
Figure 229
Derrick inspections would have revealed
that some bolts were loose and they
could have been tightened. The nut can
become a potentially fatal dropped
object.
Figure 230
Check for any corrosion that may affect
the load rating in the long run.
122
Figure 231
Corrosion can be found throughout the
derrick, here on one of the fingers.
Figure 232
If you do not make sure water drains
from the beams, you might end up with
an expensive repair.
Figure 233
Unblock the drain holes or you end up
with this. Unplugging drain holes costs
nothing. Replacing beams costs much
more.
123
Figure 234
Wire slings should not be installed over
the sharp edges of the derrick beams.
Figure 235
Note how the wire rope is being
damaged when it is wrapped around the
sharp corners of the derrick beam.
Figure 236
Bent and deformed cross member in the
derrick.
124
Figure 237
Fingerboard at monkeyboard level. None of
these fingers were secured with an additional
safety sling or chain. Each of these unsecured
fingers represents a serious dropped-object
hazard.
Figure 238
Fingerboard cracked and insufficiently secured
with a safety chain.
Figure 239
During one of our surveys the NDT inspector
found no less than eighteen cracks on this
fingerboard!
125
Figure 240
More secure method of fitting safety
chains to the fingers.
Note: The chains must not be welded by
the rig crew. The OEM should provide a
secondary means of retention.
Figure 241
Smashed wooden bumper blocks. No
heavy-duty wire mesh installed: once
again a serious dropped-object hazard.
Figure 242
Severely damaged wooden bumper
blocks, but thanks to the heavy-duty wire
mesh the wooden splinters did not fall
onto the drill floor. The wire mesh also
requires a secondary means of retention.
126
Figure 243
Rubber crash blocks seldom splinter, but
still need heavy-duty wire mesh
protection. The rubber blocks can
become hard in extremely cold weather
areas and are also vulnerable to desert
conditions, where excessive heat and
extreme sunlight exposure can cause the
rubber to crack as well.
Figure 244
Cracked handrails at the crown platform.
It’s a long way down.
Figure 245
Missing safety hoops could cause a fatal
accident. A fall-arrest system must be
used here as well.
127
Figure 246
Self-closing gates installed at monkeyboard level.
Figure 247
We make sure this type of access has a hinged
plate, preferably with a counterweight to assist
open/close. It is not good practice to have the
snatch block connected to the hand-rails.
Figure 248
Safety chains, wire rope or wire slings can be
used as barriers, but it requires personnel to put
them back in place after entry.
128
Figure 249
Pipe-handling equipment is becoming
more common on many rigs. The
operator cabin windows must have
special safety glass installed.
Figure 250
The maintenance of this equipment is the
same as for all others. They should be
lubricated and maintained as per the
OEM requirements.
129
Figure 251
The controls must function correctly.
Figure 252
Monkeyboard layout with poor safety
levels and difficult entry. There is no
safety system for the ladder-climbing
activities.
Figure 253
The arrow denotes a floorboard missing
at the end of the platform.
130
Figure 254
Unsafe solution for the monkeyboard
winch brake. Poor housekeeping causes
potential dropped objects.
Figure 255
Inertia reels protect the derrickman.
Preferably two inertia reels must be
installed in case the derrickman requires
assistance. The safety line needs to be
as near to vertical as possible to
minimise drop should the derrickman fall.
Figure 256
This chair is not supported at all and is a
potential dropped object.
131
Figure 257
If you have to leave something on a derrick
platform for a short period make sure it is
correctly secured. Rope is not an option.
Figure 258
Rig crews should remove potential dropped
objects; if the rig inspector finds them, it means
that the rig’s crew is not doing their derrick
inspections properly.
Figure 259
Weekly derrick inspections should find and
remove these items.
132
Figure 260
Anything that is mounted in the derrick
has the potential to fall. This light fitting is
hanging on a safety sling on one side
and an electrical wire on the other side.
Figure 261
We look for loose equipment and bad
housekeeping. Even flakes of rust are
dangerous. This looks like a Stanley
knife.
Figure 262
Even rust flakes could become a
potential dropped object.
133

This sling only captures the light This sling NOW captures
body. everything: light body, U-bracket
and support bracket and it is taut.
 If you take it up, bring it down again.

 Keep a record in the doghouse.
 Secure tools while you are working.
 Do not rush.
 If you think you see something unsafe, discuss it with your colleagues.
 Be open and accept advice from others.
134
Figure 265
This lump of grease weighed 650 grams (23
ounces) and fell just 46 metres (144 feet) from the
crown to the doghouse roof. When it hit the deck, it
had 2.4 times the momentum energy of a fastball
thrown by the fastest known baseball pitcher in the
Major League.
Figure 266
Gas-cut and homemade repairs on the derrick
beams are not allowed.
Figure 267
Certified and properly engineered pad eyes can
only be fitted by specialist welders. After welding is
completed a load test needs to be performed and
an SWL sign should be added.
135
Figure 268
Grating is missing, which is a clear tripping
hazard.
Figure 269
Loose nuts can cause an incident when
dropping out of the derrick. Note which nuts
are adequately secured and which ones
lack the much-needed safety pin.
Figure 270
The winch wire is routed away from the
fingers, but they have no safety chains,
wires or slings.
136
Figure 271
Rope is not sufficient; API requires a heavy-duty
wire mesh or heavy-duty screen.
Figure 272
Platform with safety wire across the hinge.
Figure 273
Aircraft warning light.
137
 Carry out visual inspections.

 Check items if you are not sure they are secured properly.
 Do not leave it for the next guy to do.
 Make it your habit to look around every time you are in the derrick.
 Practice good housekeeping.
 Follow dropped object procedures.
138
7 Winches
7.1 Introduction
What are they?

Air- or hydraulically-driven lifting devices.
What do they do?
Lift heavy equipment and sometimes personnel (man-riding winch).
How much power?
500 kg to 5 tons SWL (Safe Work Load).
Special features?
A great number of special features are required for man-riding winches.
139
7.2 Air winches: man-riding winches
Figure 274
Modern man-riding winch made by NOV.
Figure 275
Modern man-riding winch layout (front view).
140
Figure 276
Modern man-riding winch layout (side view, note the accumulator bottle).
141
Figure 277
Man-riding winch specifications.

Man-riding winch: general items. Man-riding winch: schematic.
142
Figure 280
Hydraulic layout of the man-riding winch.

The winch is protected from overload by a Special tool: ratchet wrench.
flexible coupling of the slip-hub type.
A ratchet wrench is supplied for tightening the
drum's flexible coupling. This wrench is to be kept
inside the door of the valve cabinet.
143
Figure 283
Recommended lubrication schematic NOV.
144
Figure 284
Well-designed spooling device for
the man-riding winch.
Figure 285
Control console for the modern
man-riding winch.
145
Figure 286
Grease points for the man-riding winch.
Figure 287
Remote-control console with emergency stop.
146
Figure 288
Visible broken wires for both cranes and winches.
147
7.3 Man-riding winch

(Source: NOV document T366-Z-MA-001 revision 0)
The Hydralift man-riding winch type HL-MR-150-110M is designed for safe and reliable personnel-
handling operations on drilling rigs in a heavy-duty and critical onshore and offshore working en-
vironment. The winch is designed to meet the latest NPD and EU rules for machine directive
requirements for such equipment, and is type-approved by DNV and ABS.
The winch unit consists of the following main components:
 drum
 drum foundation
 mechanical-driven spooling device
 motor drive unit with brake
 slip hub
 disc brake units
 valve equipment and wire rope
The winch is also equipped with hook stop (up and down) and a slack-wire detection system. In
addition, a separate handheld remote control with six-metre hoses is available. The winch is
prepared for connection to an external hydraulic power unit (ring line hydraulic system) of a constant
pressure type. Pressure regulation, flow limitation valves and filters are integrated into the winch
system. The winch is fitted with an accumulator for emergency operation in case of hydraulic power
loss from the rig's ring line system.
Standard operation mode

In standard operation mode for man-riding, the winch up/down movement is accurate and directly
controlled by the winch handle. The winch handle is spring-centred to the neutral position. In this
mode the winch is also secured for working with moving equipment. The winch pull force is limited to
150 kg, and the winch will pay out wire if the load becomes heavier than 230 kg.
Emergency operation mode

This mode is used when the hydraulic power supply fails during the winch operation. If a person is
hanging in the winch under such circumstances, it is possible to lower or hoist the person to bring
him down into a safe location. The hydraulic pressure in this mode is maintained by an accumulator.
The accumulator is automatically recharged when the winch is back in standard operation mode.
148
7.3.1 Main design

Drum and drum foundation steel structure
The drum is made of stainless-steel plates bolted together. The winch structure is built of plate
elements. All welding is performed in accordance with the approved procedures. One of the drum
flanges is equipped with a split opening to allow wire end termination on the outside of the flange.
Three bolted clamps secure the wire end.
The winch is equipped with a mechanical spooling system to ensure optimal build-up of wire rope on
the drum. The system ensures excellent spooling and a long wire lifetime. The winch drum is well
protected from personnel contact by a stainless-steel metal cover fitted to the winch foundation with
bolts. The cover is equipped with a hinged hatch for simple inspection of the drum/wire. The cover
also protects the drum from oil spillage, mud and water.
Mechanical spooling device
The spooling device consists of a wire guide, a double-grooved driveshaft, a sprocket wheel on the
drive shaft and drum shaft, and a chain between the driveshaft and the drum shaft. When the drum
rotates, the drum shaft drives the double-grooved drive shaft on the spooling device, which moves
the wire guide that guides the wire onto the drum.
Hydraulic drive system

The winch drum is driven by an OMT motor connected to one side of the winch drums, transferring
the output torque to the drum. The motor has high total efficiency and runs smoothly, even at an
extremely low speed.
Drum brake units
In addition to the hydraulic brake integrated into the motor, there are two extra brakes of a disc type
working directly on the drum. One is hydraulic-operated and the other is manual-operated. There is
also a counterbalance valve mounted on the motor.
Brake 1
The hydraulic brake in the motor is designed for fail-safe operation, which means that the brake
actuates when pressure supply is lost, for instance due to a ruptured hose or pipe. The hydraulic
brake is a dual-load control valve. The motor brake consists basically of a set of plate springs. When
pressure is lost, the piston is forced to move backwards by the plate springs, and at the same time
the piston moves the brake disk together, until the required brake torque is achieved.
Brake 2
The hydraulic disc brake needs hydraulic pressure from the emergency stop valve on the remote
control. The disc brake operates directly on the drum flange.
Brake 3
The manual disc brake is manually-operated on the winch. The disc brake operates directly on the
drum flange.
Brake 4
This brake is connected to a load control valve. When the operating handle is in hoisting position,
pressure will release the mechanical brake on the motor and open the load control valve, and
hoisting will proceed. If the operating handle is in the neutral position, the winch will hold its position
by means of the load control valve, and the motor brake will be activated.
Valve cabinet
The valve cabinet houses all the main valves and critical components for the winch. The valve
cabinet is totally enclosed for long-term operation in a corrosive environment.
149
Hydraulic valves
All the valves for the winch are installed inside the motor side cabinet, to protect them from any
external mechanical and/or chemical damage.
Control panel
The winch can be operated locally from the winch control panel or from the pendant hydraulic remote
control. Both control panels have the following control functions:
 emergency stop
 brake for stopping the winch
 winch-up/-down control lever for stepless speed/direction control of the winch
The control panel is located on the winch. A local main control valve is fitted into the control panel for
the winch system. The valve is equipped with a winch-hoisting/pressure-limiting valve and flow-
limiting valve for easy connection to the rig's ring-line system with overcapacity. The control panel is
also equipped with clear operating instructions.
To achieve a better view and communication between the operator and the man-rider, an extra
pendant hydraulic remote-control device is installed. The pendant remote is fitted with a control valve
and an emergency brake valve, and is hydraulically connected to the main panel by means of a six-
metre-long multi-hose. Upon request, a cordless radio-operated control system is also available.
Wire
The winch is equipped with 110 metres of 10-mm rotation-resistant wire. The wire is fastened to the
drum by three bolted clamps. The outer end of the wire is equipped with a closed spelter socket of
an offshore type.
7.3.2 Safety functions

In order to achieve the safe operation of the winch, and a commitment to the regulation requirements
from both the proving authority and the client, extra hydraulic/mechanical systems (i.e. in addition to
the ordinary winch system) have been incorporated into the winch.
Moving equipment
Using a slip/hub adjusted to circa 230 kg, this system eliminates the risk to personnel of overload
from an external force caused by moving equipment. If any external force is applied to a person
hanging in the winch, the winch will pay out wire and avoid any overload to the person. The payout
function will always be active, except when the manual or hydraulic disc brakes are active.
Slack-wire stop system
This system is applied to the winch to avoid slack wire during lowering. The system consists of a wire
sheave connected to a rotating bracket. When load is applied to the wire, the wire sheave and
bracket are rotated upward until a valve handle is moved to its ON position. This sequence gives a
pressure permit to the winch-down operation.
If for some reason the person becomes attached to an object during a lowering sequence, and is not
able to continue to descend, the wire sheave on the rotating bracket will rotate down, and it will move
the valve handle to the off position. This will cut off the oil pressure to the winch-down side of the
motor and stop the descent, thereby preventing slack wire.
Pressure roller on the drum
The roller consists of a spring-applied roller pressed against the wire on the drum, to keep it from
unwinding if slack wire should occur.
150
Wire end stop system

The wire end stop system is installed to avoid winch-hoisting/lowering movements after the person
has reached his/her maximum/minimum destination. Always leave a minimum of five turns of wire on
the drum.
Emergency system
This system is installed on the winch to achieve safe lowering or hoisting of a person to a safe
location, due to the absence of pressure from the ring line system. After choosing the emergency
operation on the three-way ball valve, the accumulator pressure is selected and it is ready for
selecting the winch direction on the control desk. It is important to reset the emergency valves to
their normal position after a return of pressure.
Emergency stop/brake
An emergency stop button is installed on the winch control panel. An emergency brake button is also
installed on the hydraulic remote-control panel.
151
7.4 Winch checklist

 Check the condition of the brake lining (no oil contamination is allowed on the lining).
 Ensure that the brake linkage system and brake adjustment are correct.
 Make sure that a ball valve is used in the air supply line and that the handle is within easy
reach of the winch operator.
 Ensure that the free-fall handles on hoist winches have been disabled or removed.
 Check for oil and air leaks.
 Check the condition of the wire-end termination.
 Check that the winch control handle returns to neutral when released.
 Ensure permanent safe working load (SWL) signs are clearly displayed.
 Ensure a protective drum cage is fitted.
 Make certain a spooling device is fitted.
 Confirm the controls correctly indicate UP and DOWN functions; check whether the winch
controls are operating the same on all winches.
 Check the condition of the winch foundation and foundation bolts, as well as recent NDT
inspection records.
 Verify that an air exhaust noise suppressor is installed.
 Check the condition of the snatch blocks and review their inspection reports.
 Ensure the snatch block sheave diameter is at least eighteen times the diameter of the
wire in use.
 Check the condition of the wire (API RP 9B).
 Confirm that the non-gear-driven man-riding winches are fitted with an automatic and a
manual brake.
 Confirm that the man-riding winches have non-rotating wire installed.
 Ensure that no rubber hoses are fitted in the man-riding winch air supply lines.
 Check that the maximum pull/speed adjustment on the man-riding winches is correct.
 Ensure that dedicated man-riding winches are installed in their area of operation.
 Confirm that there is an accumulator system for the man-riding winches, if applicable.
152
7.5 Hyperlinked images and drawings from the winch checklist

presentation
Figure 289
Ball valve close to operator.
Figure 290
Free-fall handle needs to be locked.
Figure 291
Snatch-block sheave undergoing inspection.
153
Figure 292
Cable secured with a wedge-type
socket.
Figure 293
Poorly fitted man-riding winch.
Figure 294
Modern man-riding winch.
154
7.6 Air winches: photos and drawings

Figure 295
Drill floor with utility and man-riding tugger.
Figure 296
New man-riding winch being installed.
Figure 297
Man-riding winch: adjustment block with
adjustment screws to adjust the speed and
load-limiting device.
155
Figure 298
Oil-contaminated brake: the brake lining
should be replaced first.
Figure 299
Putting a plastic bag inside the brake
assembly is not the professional way to
clean or adjust the brake.
Figure 300
Brake 'adjusted' with a heavy 1502
coupling.
156
Figure 301
Free-fall handles must be secured on the
winch or removed altogether.
Figure 302
Locking system to isolate and prevent the
use of the free-fall mechanism.
Figure 303
Foundation bolt missing and bent stud on
the brake assembly.
157
Figure 304
Overstressed foundation bolt with a very
low-quality safety pin.
Figure 305
Poor maintenance of this tugger; the wire
requires replacement as soon as
possible. Can you state/observe five
obvious deficiencies here?
Figure 306
Sharp spikes sticking out of the damaged
tugger wire.
158
Figure 307
Rig worker using his hand as a spooling
device.
Figure 308
Homemade spooling device, perfectly
suitable for this application. Note the
silencer on the air exhaust.
Figure 309
This air winch is installed the wrong way
round. The spooling device is located on
the wrong side, so the operator has to
stand in front of the winch to spool the wire
rope.
159
Figure 310
Homemade spooling device that
operates satisfactorily.
Figure 311
Automatic line-spooling device and line-
tensioning system installed. The drum
guard was removed for this inspection.
Figure 312
No spooling device was fitted, so the wire
ends up tangled on the drum.
160
Figure 313
A designated man-riding winch?
Figure 314
Snatch-locks under the crown block
platform secured with safety slings. The
preferred shackles in the derrick are of
the four-part type (the ones painted
orange). The upper shackles need to be
replaced, as these are the two-part
shackles. What else do you see that is
wrong here?
Figure 315
The typical four-part shackle or safety
shackle required by major operators:
1. stud
2. nut
3. harp
4. split safety pin
161
Figure 316
Schematic showing how to secure the
snatch-blocks and wires with a safety
sling. Ensure that the safety sling's safe
working load (SWL) rating is at least
twice the SWL rating of the tugger wire.
The distance between the snatch-block
bottom and the safety wire loop must be
as short as reasonably possible, in order
to reduce the dynamic impact, should the
winch line fail. This is an old fashioned
way to secure the snatch blocks, but is
still to be preferred over no protection at
all. Modern snatch blocks have OEM-
designed secondary retention systems.
Figure 317
No safety guard covering the drum, no
wire spooling device, no air exhaust
silencer, no hold-down bolts but welded
onto the frame, no SWL sign and no air
supply isolation valve. Nice paint job,
though.
162
8 Lifting and handling equipment

8.1 Introduction
API RP 8B
This International Standard gives guidelines and establishes requirements
for inspection, maintenance, repair and remanufacture of items of hoisting
equipment used in drilling and production operations, in order to maintain
the serviceability of this equipment.
Items of drilling and production hoisting equipment covered by this
International Standard are:
 Crown block sheaves and bearings
 travelling blocks and hook blocks
 block-to-hook adapters;
 connectors and link adapters
 drilling hooks
 tubing hooks and sucker-rod hooks
 elevator links
 casing elevators
 tubing elevators
 drill-pipe elevators and drill-collar elevators
 sucker-rod elevators
 rotary swivel-bail adapters
 rotary swivels
 power swivels
 power subs
 spiders, if capable of being used as elevators
 dead-line tie-down/wireline anchors
 drill-string motion compensators
 kelly spinners, if capable of being used as hoisting equipment;
 riser-running tool components, if capable of being used as hoisting
equipment
 wellhead-running tool components, if capable of being used as
hoisting equipment
 safety clamps, if capable of being used as hoisting equipment
163
8.2 Lifting and handling equipment checklist

 Check that all drilling lifting equipment is inspected, as per API RP 8B Category I and II,
and visually inspected before use.
 Ensure that all drilling lifting equipment is NDT-inspected, as per API RP 8B Category III
every six months.
 Confirm that all chain hoists are inspected on a six-monthly basis and inspected before
use.
 Check that sheaves and snatch blocks are being removed from the derrick to be
inspected on a regular basis.
 Check that all the drill string elevator IDs are measured every six months.
 Verify that the elevator links/bails are measured every six months. Follow OEM
recommendations for the load rating.
 Check that the slips, master bushings and safety clamps are inspected every six working
months.
 Record the date of the last inspection of all drilling tubulars as well as the inspection
criteria used (minimum as per API RP 7G).
 Record the date of the last inspection date of all the drilling subs and fishing tools.
 Are the preferred four-part shackles in use in the derrick?
 Verify that all shackles and slings are inspected every six months. All shackles and slings
require to be certified.
 If the rig uses a colour code that is changed on a six-monthly rotation, is it correctly
enforced?
 Check that the pad eyes have been load tested and inspected as part of the six-monthly
inspection programme (API RP 8B Category III).
 Pad eyes must be load tested by the inspection authority and permanent SWL signs must
be displayed next to the pad eyes.
 Confirm that no homemade spliced wire slings are used on the rig.
 Ensure that no homemade lifting eyes or drill pipe lifting subs are in use.
 Ensure that all the rig tongs, casing tongs and elevators are inspected every six months.
164
8.3 Hyperlinked images and drawings from the lifting and handling
equipment checklist presentation
Figure 318
On-site NDT inspections of lifting gear.
Figure 319
Lifting gear under inspection.
Figure 320
Measuring elevator bails and links.
165
8.4 Lifting and handling equipment: photos and drawings
Figure 321
Broken retaining pins fail to back up the
tong inserts. If this tong die fails inside the
well, it could cause prolonged downtime.
Figure 322
Regular inspection of the rig tongs is very
important to personnel safety.
Figure 323
Not a good NDT on the tongs. What about
inspecting the hanging arm as well?
166
Figure 324
Unauthorised welding of an extension to
the tong arm.
Figure 325
Using a tong die as a spacer is not
recommended. Was the handle welded by
the rig crew? NDT over paint?
Figure 326
Wrong size of dies in these tongs. Clear
safety marks were painted on danger
areas to prevent the rig crew from putting
their hands in the wrong place.
167
Figure 327
Completely destroyed tong section.
Figure 328
Unauthorised welding to connect the tong
dies on the casing tong. This casing
element can shatter into a thousand pieces
under load!
Figure 329
Homemade arm and non-OEM stud in the
new tong on a brand new rig.
168
Figure 330
Dramatic failure of the elevator links, which
shows the importance of an NDT and
proper understanding of the safe load
rating of drilling lifting equipment.
Figure 331
Wear on the eye of the elevator link.
Downrating according to OEM instructions
is required.
Upper Eye (A) Lower Eye (B) Rating Figure 332

2-1/4”-250 T OEM table for downrating the elevator
5” 2-1/4” 250T links.
4-3/4” 2-1/8” 210T
4-5/8” 2-1/16” 187.5T (75%)
3-1/2”-500T
6” 3-1/2” 500T
5-5/8” 3-1/4” 440T
5-1/4” 3” 375T (75%)
169
Figure 333
Replace the non-OEM hinge pin. Both
were given a certificate of fitness.
Figure 334
Drill pipe elevator NDT inspection.
Figure 335
Unauthorised welding of the rig number
onto the elevators. This elevator must be
scrapped immediately.
170
Figure 336
Drill pipe slips in a very poor state.
Figure 337
Drill pipe slips cracked, most likely due to
worn master bushings or the use of the
wrong angle master bushing drill pipe
inserts.
Figure 338
Unauthorised welding on the safety
clamps.
171
Figure 339
Clear wear is noticeable: the slips are
going down too deep.
Figure 340
In this picture, the slips are sitting low, but
the gap between the bowl segments shows
no wear. Varco SDS, SDML and SDXL
slips usually sit rather low in the bowls.
Figure 341
Measuring the neck of the drilling bowls.
172
Figure 342
Where to measure the bushing and typical sizes.
Figure 343
Rig-made handling equipment must not be used.
Figure 344
The pipe spinner should have a secondary means of
retention and a safety sling attached from the hanging
line to the lifting point on the spinner. Then if the lifting
cylinder or its component fails, the spinner will not fall
onto the operating crew.
173
Figure 345
Bent and overstressed bracket for the
back-up tong. Consult the derrick drawings
for the correct type of bracket to be used.
Figure 346
Severely corroded and damaged back-up
sling. A certified sling with a moulded eye
must be installed here.
Figure 347
One of the crown block sheaves ended up
inside the driller's doghouse. The driller got
away safely just in time!
174
Figure 348
The drill line deadline anchor requires
six-monthly NDT too. Very often we
find cracks on the main frame.
Figure 349
The drill line deadline anchor after
NDT.
Figure 350
Load-bearing areas of the drill line
deadline anchor.
175
8.4.1 Load-bearing and inspection points according to API RP 8B
Figure 351
NDT of centre latch elevator as per API RP 8B and ISO 13534.
Figure 352
NDT of side door elevator as per API RP 8B and ISO 13534.
Figure 353
NDT of the slip-type elevator as per API RP 8B and ISO 13534.
176
Figure 354
Elevator link inspection as per API RP 8B and ISO 13534.
Figure 355
NDT of swivel as per API RP 8B and ISO 13534.
177
Figure 356
NDT of the deadline anchor as per API RP 8B and ISO 13534.
Figure 357
NDT of the rotary slips as per API RP 8B and ISO 13534.
178
Figure 358
NDT of the hook as per API RP 8B and ISO 13534.
Figure 359
NDT inspection of the link adapter as per API RP 8B and ISO 13534.
179
Figure 360
NDT inspection of the block-to-hook adapter as per API RP 8B and ISO 13534.
180
Chapter 02
Mud-processing equipment
1 Mud pump ............................................................................................................................... 182
1.1 Introduction.............................................................................................................................. 182
1.2 Mud pump checklist ................................................................................................................ 183
1.3 Hyperlinked images and drawings from the mud pump checklist presentation ...................... 184
1.4 Mud pumps: photos and drawings .......................................................................................... 191
2 Mud system ............................................................................................................................. 213

2.1 Introduction.............................................................................................................................. 213
2.2 Mud system checklist .............................................................................................................. 214
2.3 Hyperlinked images and drawings from the mud system checklist presentation ................... 216
2.4 Mud systems: photos and drawings ........................................................................................ 224
181
02 Mud processing equipment
1 Mud pump
1.1 Introduction
What is it?
Large and powerful high pressure reciprocating pump driven by two large
DC motors or AC-VFD motors. It is usually a triplex pump (3 pistons).
What does it do?

Circulates mud on a drilling rig, pumping it down through the drill string
and drill bit. Two to four mud pumps are normally installed.
How much power?

3,000 - 7,500 psi Maximum Working Pressure (MWP); driven by two 1,000
hp DC motors or by AC-VFD motors in combination with a large gearbox.
Special features?
Some mud pumps are chain-driven while others are belt-driven. Modern
mud pumps are gear-driven using AC motors. Larger mud pumps use
special mud charge pumps to boost efficiency.
182
1.2 Mud pump checklist

 Check the condition of the drive chains and sprockets, or the drive belts and pulleys.
 Confirm the operation of the VFD for the AC-driven mud pumps, if applicable.
 Measure and record the main and pinion shaft bearing clearances. Note: The maximum
clearance is approximately 0.016 inch (0.40 mm), depending on OEM specifications.
 Visually inspect the bronze covers on the main shaft eccentric bearings for cracks or
loose pins.
 Verify and record the crosshead slide clearances (National pumps: top clearance between
0.015 inch/0.38 mm and 0.025 inch/0.63 mm).
 Examine the oil analysis frequency and records.
 Ensure that the pressure relief valve exhaust lines are sloping downwards at least two
degrees (or approximately ½ inch per foot) (API RP 54 section 9.13.7).
 Check the location of the relief valve on the mud pump discharge manifold.
 Ensure that the discharge pulsation dampener is correctly charged with nitrogen.
 Check the condition of the high-pressure discharge manifold strainer and the low-
pressure suction strainer.
 Inspect the condition of the suction and discharge valves and seats.
 Ensure that with 3,000-psi/200-bar WP or higher pressure-rated systems there are no NPT-
threaded fittings on any connections of two inches or larger (API RP 53 sections 8.2.b and
10.2.1b).
 Examine the suction pulsation dampener (pressure and gas).
 Verify that the pony rods and pistons are NDT-inspected during IBW PM.
 Are the discharge manifold studs inspected (NDT/stretch) on a 10% cycle every year? Are
the studs sticking out at the same length?
 Verify and test the condition of the mud pump discharge manifold high-pressure valves.
 Check the ultrasonic wall thickness inspection records for high-pressure lines (a
minimum of 87.5% of the original wall thickness must be left).
 Verify and test the condition of the DC or the AC mud pump drive motors, and check the
latest overhaul records of the motors.
 Check the condition of the electrical cables and junction boxes.
 Ensure the crew do not use silicone sealant as gasket material on the main crankcase
covers. Explain to the crew why we cannot use silicone sealant on the covers of the mud
pumps.
 Check the condition of the pony rod for scoring and pitting, and check the condition of
the pony rod seals (water must be prevented from entering the mud pump crosshead
slide compartments).
183
1.3 Hyperlinked images and drawings from the mud pump checklist
presentation
Figure 1
Mud pump power end with bull gear.
Figure 2
Crankshaft with connection rods and eccentric
bearings.
Figure 3
Crosshead with crosshead slide profile and
pony rod.
184
Figure 4
Fluid end.
Figure 5
Main shaft bearing measurement mud
pumps.
Figure 6
Worn and damaged sprocket teeth drive
end.
185
Figure 7
Mud cross with strainer, pulsation dampener and relief
valve on the same block at the mud pump discharge
manifold.
If the strainer is blocked then the pulsation dampener can

no longer work, causing increased vibration in the lines.
Figure 8
Typical suction strainer.
Figure 9
Fluid-end studs must be inspected regularly.
186
Figure 10
Typical wiper seal operation of the pony
rod.
Figure 11
Measurement of crosshead slide clearance.
187
Figure 12
Vent line should be sloping downwards.
Figure 13
When the vent line flows uphill, solidified mud can settle. This might block
the relief valve, possibly leading to excessive pressure.
188
Figure 14
Correct position of pressure relief valve.
Figure 15
NPT threaded fittings seal on the tapered threads.
There is direct contact between the threads and the mud. The maximum size should not exceed two
inches. Never allow welding on NPT threaded fittings.
189
Figure 16
Cracks at the hub.
Cracks can develop at the hub-end of the pony rod as well as on the hubs of the pistons. Test the
condition of the pony rods and seals for wear, pitting and scoring. Ensure the rubber seals are not
too hard.
190
1.4 Mud pumps: photos and drawings

Figure 17
Inspection of the mud pump is only possible after
the main crankcase cover is removed. Simply
removing the small inspection covers on the main
crankcase cover does not provide the access
needed to measure the clearances of the main and
pinion shaft bearings.
Figure 18
The surveyor or rig mechanic needs to get inside
the mud pumps to perform measurements and
visual inspections. Electrical isolation is critical. The
discharge high-pressure valves must be closed and
secured, otherwise backpressure from the other
pumps could push the pistons back.
Figure 19
Bull gears in as-new condition.
191
Figure 20
Damaged teeth cannot be repaired on the
rig. These teeth must be chemically
hardened after repair by the OEM in
special machine shops.
Figure 21
An NDT inspection revealed cracked teeth
on this bull gear.
Figure 22
The main shaft and pinion shaft have roller
bearings installed, the clearances of which
need to be measured regularly. The values
should be recorded in the history files.
192
Figure 23
Measuring the clearance of the main bearing using
long feeler gauges.
Figure 24
Debris found in the oil. Not too hard to find its
origin. All the bearings require thorough inspection
to find out where this came from.
Figure 25
This means serious trouble.
193
Figure 26
Covers removed to allow measurement of the
main bearings and crosshead slide
clearances (Gardner Denver mud pump).
Figure 27
Main shaft eccentric bearings. It is difficult to
measure their clearances, as the rollers are
normally enclosed within a bronze cage, so
feeler gauges cannot be used.
Figure 28
Visual inspection of the bronze cages of the
eccentric bearings, looking for cracks and
loose or missing pins. This inspection
requires that the mud pump be rotated
manually several times to check all the
eccentric bearings from both sides using a
flashlight and crankcase mirror.
194
Figure 29
Cracks in the bronze cages are a good
indication that the bearing rollers are worn.
Figure 30
Checking the eccentric bearing clearances
using a dial indicator and hydraulic jack. This
requires removing the oil from the sump.
Difficult to do as the crank can easily rotate
when lifted.
Figure 31
Very dirty oil inside the crankcase. Note the
bull gear-driven lubricating-oil pump, which
limits the slow oil pump speed. This pump
cannot be pre-lubricated, so the driller should
start the pumps slowly to prevent damage
due to lubricating-oil starvation on the
bearings and crossheads. Modern pumps
have external motor-driven lubricating-oil
pumps.
195
Figure 32
Water contamination results in emulsified
lubricating oil, which will cause corrosion in
the power end components.
Figure 33
High contents of water in the lubricating oil
from condensation or water ingress due to
poor pony rod seals. This will result in
rapid corrosion of the bull gear and all the
bearings.
Figure 34
Poor pony rod seals or scored pony rod
shafts will allow water ingress, resulting in
high corrosion levels.
196
Figure 35
Crosshead slides found severely scored,
most likely due to oil starvation when the
pumps were started and run too fast too
soon.
Figure 36
Crosshead slide in as-new condition.
Figure 37
Measuring the clearance of the crosshead
bearings and pin.
197
Figure 38
Severely worn crosshead bearing pin.
Figure 39
Crosshead being fitted with new bearing.
Figure 40
New crosshead bearing pin.
198
Figure 41
An NDT inspection revealed a large crack
on the main crankshaft. An NDT inspection
of the main shaft will take several hours.
Figure 42
Far too much slack in the mud pump drive
chain.
Figure 43
Severely worn sprocket teeth.
199
Figure 44
New sprocket and chain; sprocket teeth in
as-new condition.
Figure 45
Modern mud pump showing the gear box
and VFD drive motor. These modern mud
pumps have a very large gearbox drive
and use AC VFD motors instead of DC
motors.
200
Figure 46
Regular NDT inspections of the pony rod hubs and piston
hubs and their clamps can reduce a lot of downtime. Worn
clamps can also contribute to rapid wear of the hubs of the
pony rods and pistons.
Figure 47
All three pony rods were cracked in this pump, which is not an
exception. Can you see at least three more very dangerous
situations in this picture?
Figure 48
Intermediate shafts: a large number of these showed cracks
during the NDT.
201
Figure 49
Excessive use of silicone sealant on the covers of this
mud pump, i.e. bad practice. The silicone putty can
easily plug up the lubricating-oil trough, resulting in
bearing failure due to lack of lubrication.
Figure 50
The trough that guides the lubricating oil to the
bearings: one line is plugged by a lump of silicone.
The bearing will fail at short notice if no corrective
action is undertaken. Note: The square headed plug is
a magnet that will attract any ferrous material in the
oil.
Figure 51
This can happen if the relief valve exhaust piping is
not adequately anchored to the mud tanks.
202
Figure 52
This fluid end had two cracks. The suction
modules of the fluid ends often crack due
to the poor condition or low pre-charge
levels/volume of the suction pulsation
dampeners.
Figure 53
Inspection of the suction and discharge
valves.
Figure 54
Discharge strainer in very good condition.
However, it does not fill the gap!
203
Figure 55
Rigid piping welded onto both sides of the mud
pump manifold cross-block. Consequently, the high-
pressure strainer could not be removed!
Figure 56
Damaged discharge strainer.
Figure 57
Completely deteriorated discharge strainer.
204
Figure 58
Badly blocked high-pressure strainer in
which countless tie-wraps were caught.
Figure 59
Schematic showing the preferred NOV
position for the high-pressure strainer.
Figure 60
NPT threaded relief valve with correctly
designed safety clamps installed. The NPT
threaded relief valves should be replaced
by flanged-type relief valves.
205
Figure 61
The preferred flange-mounted relief valve
complies with API standards.
Figure 62
This vent line runs uphill. When the relief valve
lifts, the vent line will be filled with mud, which
could solidify and block the vent line, thereby
rendering the relief valve ineffective. This could
cause excessive pressure and line failures.
Figure 63
Unauthorised welding on the high-pressure
piping and home-made pad eye for the safety
sling for the relief valve.
206
Figure 64
The discharge line of the relief valve is not
secured onto the mud pits with clamps and
is sloping upwards, i.e. is not self-draining.
The relief valve is connected to the wrong
side of the discharge manifold.
Figure 65
There is no secondary engineered
retention system on the NPT threaded
relief valve and relief line.
Figure 66
Poor routing of the discharge line of the
relief valve. The relief valve is located on
the wrong side of the mud pump discharge
manifold.
207
Figure 67
Desperate measures: welding the fluid
ends to the main body of the mud pumps.
This is not really a long-term solution.
Figure 68
Sheared studs of the discharge manifold.
Regular NDT inspections are required to
detect these potential failures.
Figure 69
Unequal stud lengths for the threaded
studs on the fluid end caps. Are the “long”
studs too long or are they not fully
screwed into the female threads of the
housing due to debris inside the threaded
holes?
208
Figure 70
Using 4-inch NPT threaded plugs as a
kind of fluid target: bad practice. Large
NPT threaded fittings should not be used
in high-pressure mud systems.
Figure 71
All NPT threaded fittings larger than 2-
inch OD should be replaced by welded or
flanged connections. Here the NPT
threaded connections were found
covered with welds, which is a very
dangerous practice!
Figure 72
Raising this relief valve means that the
high-pressure discharge strainer could no
longer be removed. It will be very difficult
for the crew to access this relief valve for
adjustment or PM.
209
Figure 73
Flanged-type pressure gauge: the threads have no
contact with the mud fluid due to a diaphragm
fitted inside the housing.
Figure 74
The pre-charge of the pulsation dampener should
be adjusted when another size of liners is
installed. Please inform the MWD engineers that
the pre-charge is altered so that they can adjust
their instrumentation, which relies on pulses inside
the drill string to ascertain its angle.
Figure 75
Are the studs incorrectly installed, or are they just
the wrong studs? The paint reveals the answer!
210
Figure 76
Incident with pulsation dampener.
While bringing mud pump No. 1 on line, the

pulsation dampener bladder ruptured,
blowing off the pulsation dampener cap. The
pulsation dampener was sheared from the
discharge manifold and the mud pump
sustained significant damage. Fortunately,
nobody was injured. The pulsation dampener
cap was found in the sand approximately 240
metres (!) from the mud pump and rig site.
Figure 77
Initial findings and lessons.
On 22 April 2010, the pulsation dampener

was recharged to 800 psi after a small leak
was repaired. The possible cause was
nitrogen contaminated with oxygen or an
incorrect marking on the oxygen bottle.
Check the nitrogen bottle for O2 with an
oxygen meter before filling the dampener.
Figure 78
New installation.
New mud pump installation on a land rig.

Note that all the relief lines are installed
opposite the pulsation dampener and strainer
housing. Somebody finally read the book!
However, the self-draining feature of the
relief valves through the vent lines is not
brilliant.
211
Figure 79
New generation of pulsation dampener.
There is no gas or rubber bladder inside
the bowl, and the dampening operation
relies solely on a mud air cushion. The
size of this pulsation dampener is very
impressive. However, the pulsation
dampeners should not be installed on top
of the high-pressure strainer.
Figure 80
The condition of the mud pumps on a
platform rig in an area with low drilling
standards. The relief valve exhaust is
connected to the suction side. This is a
dangerous practice, as the pressure rating
of the suction lines is much lower than the
rating of the discharge lines.
212
2 Mud system
2.1 Introduction
What is it?
A system of shakers, mud centrifuges, mud cleaners, mud desanders and
mud desilters designed to circulate drilling fluid to the drill bit and back to
the surface.
What does it do?

A mud system has two sections. The high pressure section delivers mud
from the pumps to the drill bit. The low pressure section sends mud back
to the surface for treatment and supplies mud from the mud pits back to
the main pumps using a large number of centrifugal pumps. A vacuum
degasser removes small particles of gas from the mud.
How much power?

The AC-driven centrifugal pumps’ power output varies from rig to rig.
Outputs of up to 100 HP are not uncommon.
Special features?
The API has special rules for high-pressure mud lines and mud hoses
from the API standards (API RP 53 section 8.2, API RP 53 section
12.5.3.g and API RP 7L).
213
2.2 Mud system checklist

 Is the ventilation adequate for the indoor mud-mixing systems?
 Is the lighting adequate around the mud pits and the shakers?
 Are the electrical cables and junction boxes suitable for Zone 1 and Zone 2 standards?
 Test the pressurised alarms of the airlocks between the mud pits and the mud pump room
(MODUs).
 Check the housekeeping standards around the mud pits, the shakers and the sack
storage area.
 Inspect the handrails and stairs for damage around the mud pits.
 Examine the condition of the dump valves of the mud pits for leaks.
 Test the condition of the mud agitators for noise and excessive vibration.
 Check the condition of the mud guns. Can the mud guns still be rotated 90 degrees?
 Test the condition and operation of the butterfly valves with fluid.
 Inspect the operation of the pit level indicators (i.e. both local and remote pit level
indications).
 Ensure there are no damaged or unsecured gratings or other trip hazards around the mud
pits and shakers.
 Verify that the trip tank design is acceptable (i.e. the tank must be tall and narrow with at
most one barrel per inch on the gauge).
 Test the condition of the desilter, desander and mud cleaners, if installed.
 Check the condition and operation of the vacuum degasser.
 Check the internal condition of the mud pits and record the corrosion levels.
 Check the distance of the mud suction line from the bottom of the mud pits. How much
mud remains in the mud tank after suction is lost?
 Verify whether the mud pit total storage capacity is suitable for HP/HT applications.
 Ensure that all the AC motors in Zone 1 and Zone 2 are EX and certified (API RP 14F
[2008] section 7.2.4).
 Check that any fixed fire-fighting system is operational (fixed foam or CO2 installation).
 Check the personal protective equipment (PPE), i.e.:
o long-sleeved rubber gloves (to the armpits)
o rubber aprons
o goggles and/or face masks
o eyewash stations
o shower
o first-aid safety sheet of chemicals in use
o set of earplugs
 Check the corrosion levels of the mixing hopper funnels and piping.
 Check the operation of the hopper venturi arrangement and the operation of the eductors
responsible for creating the suction pressure of the mud-mixing system.
214
 Check the condition of the surge tanks for cement and barite (MODUs).
 Verify that there is a mud-weighing system.
 Examine if adequate communication exists between the mud-mixing hoppers area and the
driller's doghouse.
 Confirm that a first-aid treatment sheet (MSDS) is in use detailing the particular types of
chemicals being handled.
 Ensure that there are no NPT threaded fittings over two inches used in the high-pressure
mud systems, including the mud standpipe manifold (API RP 53 sections 8.2.b and
10.2.1b).
 Check the general condition of the centrifugal pumps. Ensure they are secured properly
and are vibration-free, and that coupling guards are fitted.
 Check if efficiency testing of the centrifugal pumps in the low pressure mud system is
performed on a regular basis.
 Ensure there are sufficient spare connections available for the sensors on the mud
standpipe (MWD sensors).
 Check the certification of all the mud hoses in use (API RP 7L). Is a spare mud hose
available (installed in the derrick)?
 Check the most recent wall thickness measurements of the high-pressure piping (at least
87.5% of the original wall thickness must be left).
 Does the crew recalibrate the pressure gauges (to be tested every three years to 1% full
scale as per API RP 53 section 12.5.3.g)?
 Ensure that all valve handles are fitted and that they are colour-coded.
 If connected to the choke manifold, there must be two isolation valves installed between
the choke manifold and mud standpipe manifold. This must be verified. The pressure
rating of both valves must be equal to the pressure rating of the choke manifold.
 Check the condition of the flanged pressure gauge located on the mud standpipe and on
the mud pumps discharge manifold.
 Check that pressure tests are carried out periodically, i.e. a low-pressure test at 250 psi/17
bars and then to full working pressure.
 Check the condition of the Chiksans present on the rig site. No NPT threaded Chiksans
are allowed and all Chiksans require safety clamps and safety wires and chains. Check
the service company policy, as some companies do not install safety wires.
 Be careful with the type-602 and type-1502 hammer union couplings, if connected, since
they do not hold pressure if clamped together, even if they appear to match.
215
2.3 Hyperlinked images and drawings from the mud system checklist
presentation
Figure 81
EXd junction box: small air gap allows expansion (causing a significant temperature drop);
air gap and spotless flange provide a flame path.
Figure 82
EXe junction box: double-secured cable connections and an O-ring.
216
Figure 83
Layout of an airlock.
Figure 84
Surge tank layout.
217
Figure 85
Zones according to API RP 14 section 4.
218
Figure 86
Typical mud cleaner unit.
Figure 87
Severely corroded mud pit walls.
Figure 88
Typical eyewash station.
219
Figure 89
Goggles, face masks and earplugs
must be available.
Figure 90
Typical mixing hoppers.
Figure 91
Safety signs are essential.
220
Figure 92
Design of the connection between the standpipe manifold and the choke manifold.
Figure 93
Corrosion is not always an internal problem.
221
Figure 94
Spare hose in derrick.
Figure 95
Numbered ground mud manifold.
Figure 96
Chiksan union without safety slings.
222
Figure 97
Mismatched units have caused several fatalities in the past. In this chapter we will explain the
possible dangers and what to look out for. Weco connectors are used for temporary pipe and flow
line installations, like Chiksans. Sometimes we use them to connect the cement unit test lines with
the choke and kill manifold in order to pressure test the choke and kill manifold. There are more than
a dozen design variations designated by nominal pipe diameter followed by the figure number (for
instance, 2-inch Fig. 1502).
223
2.4 Mud systems: photos and drawings
Figure 98
Severely worn outer cover of the mud
pump jumper hose.
Figure 99
Hose damage; note the area where the
bend restrictor ends.
Figure 100
Worn sections on the mud jumper hose.
This safety chain of sorts is far too long
and is welded to a home-made clamp
that cannot guarantee any security.
224
Figure 101
Bulk hose failure at 40 psi (less than 3 bars).
Imagine if it was 5,000 psi, which is 350
bars!
Figure 102
No safety clamps installed on the mud hose
in the derrick. The NPT threaded fittings are
3-inch items.
Figure 103
Gap "b":
For rotary hoses this dimension shall be

between 6 (152.4 mm) and 18 inches (457.2
mm) from the inboard end of the coupling.
For vibrator hoses, this dimension shall be 6

(152.4 mm) to 10 inches (254.0 mm) from
the inboard end of the coupling.
225
Figure 104
Most hose manufacturers are now
marking their hoses with the notation
Attach Safety Clamp Here. This clamp is
in the wrong position on the hose.
Figure 105
The entire standpipe manifold was
constructed using NPT threaded fittings,
some of which have been welded around
the NPT threads. This manifold does not
comply with API 14F standards and
should be replaced with a manifold that
does.
Figure 106
Mud standpipe manifold complying with
API requirements, i.e. only welded or
flanged connections are allowed.
226
Figure 107
NPT threaded fittings and very sharp
bends are not allowed on the mud
standpipe manifold. The minimum radius
must be at least 10 times the internal
diameter.
Figure 108
Weld repairs on the high-pressure mud
line. A very dangerous and unauthorised
practice!
Figure 109
Worn gate of the standpipe manifold gate
valve. Possible problems with holding low
pressure. The chrome is completely
washed away from the gate.
227
Figure 110
Washed seat and housing of the
standpipe manifold gate valve.
Figure 111
This vent line from the vacuum degasser
is too short. It needs to be routed to vent
in a safe area.
Figure 112
The float assembly of the vacuum
degasser was found corroded and stuck.
The float did not operate.
228
Figure 113
Expensive mud leaking from a pump seal.
A slow drip will assist in cooling and
lubricating packing. Mechanical seals are
used for oil-based mud. Be aware of
environmental issues as well.
Figure 114
Worn impeller. We test the flow through
the system with the electrician’s help.
Circulate the system with water or mud
and record the amperage. Close the
discharge valve. The amperage (current)
should drop at least 10% when the valve
is closed.
Figure 115
Overfilling a pedestal of a centrifugal
pump is as bad as underfilling it.
229
Figure 116
Proper housekeeping and good condition of the
mud pits, grating and agitators.
Figure 117
This relief line from the mud pumps is no longer
properly secured. The way it is fitted means it is
also a potential trip hazard.
Figure 118
Deformed low-pressure vent line of the relief
valve. This picture reveals the forces we are
dealing with! Securing the vent line is vital!
230
Figure 119
Poor condition of the mud pit walls and
stiffeners. What if the rig has to ensure
that the mud tanks are spotless (!) to
accommodate brine for production
testing? What if the hydrostatic pressure
of the mud splits the tank wall?
Figure 120
All clients would prefer to see the mud
tanks in this condition.
Figure 121
All the blades are broken on this agitator.
Note the sharp edges and corners on this
mud pit, where mud solids can easily
accumulate. Agitator paddles must be
designed so they can circulate the mud
and not just stir it. Home-made pad eyes
are visible on the suction line.
231
Figure 122
Home-made blades will rapidly wear the
bearings of the agitator motor and
gearbox.
Figure 123
Blocked and frozen mud guns. Normally
the mud guns must be able to rotate
approximately 90 degrees.
Figure 124
Unprotected rotating shafts on the mud pit
agitators.
232
Figure 125
Leaking gate valve (dump valve) on the mud
pit causing pollution and loss of valuable
fluids. Butterfly valves locked with a padlock
are the preferred option.
Figure 126
Surge tanks on a MODU; a blockage of the
vent lines might shatter the sight-glasses.
Figure 127
Relief valve installed on the bulk silo. The
vents must be routed to vent into a safe area
away from rig personnel working in the
vicinity.
233
Figure 128
PPE box with neglected equipment.
Figure 129
The pit room door is left open and under-pressurisation
is lost inside the pit room. Pressure in the pit room must
be slightly less than that in the adjacent non-hazardous
areas. Doors must be closed, alarms must be working.
An airlock entry with two doors is preferred on this
MODU.
Figure 130
Example of poor housekeeping around
the mud pits, resulting in unnecessary
health and trip hazards.
234
Figure 131
Poor housekeeping around the mud-
mixing area.
Figure 132
Very poor housekeeping in this sack
room. The piled sacks could easily fall
over.
235
236
Chapter 03
Engine room and power plant
1 Diesel engine .......................................................................................................................... 238
1.1 Introduction.............................................................................................................................. 238
1.2 Diesel engine checklist............................................................................................................ 239
1.3 Emergency generator checklist ............................................................................................... 240
1.4 Hyperlinked images and drawings from the diesel engine checklist presentation .................. 241
1.5 Diesel engines: photos and drawings ..................................................................................... 243
1.6 Emergency generator: photos ................................................................................................. 262
2 Air compressor ........................................................................................................................ 264

2.1 Introduction.............................................................................................................................. 264
2.2 Air compressor checklist (more relevant for MODUs) ............................................................ 265
2.3 Hyperlinked images and drawings from the air compressor checklist presentation ............... 266
2.4 Air compressors: photos ......................................................................................................... 267
3 Crane....................................................................................................................................... 272
3.1 Introduction.............................................................................................................................. 272
3.2 Crane checklist (relevant for MODUs) .................................................................................... 273
3.3 Hyperlinked images and drawings from the marine crane checklist presentation .................. 274
3.4 Marine cranes: photos and drawings ...................................................................................... 278
237
03 Engine room and power plant
1 Diesel engine
1.1 Introduction
What is it?
A high compression internal combustion engine.
What does it do?
Drives the main AC or DC generators, which provide power for the rig. On
some older rigs diesel engines drive the drilling equipment directly.
How much power
Average power output is 1,200 horsepower per engine (Caterpillar D399),
depending on the rig. A rig will use anywhere from three to five engines.
Special features?
Rig-saver valves installed in the air-inlet system to prevent engine over-
speed, and spark arrestors in the exhaust gas lines for all drilling rigs; plus
the “normal” safety devices all large diesel engines are required to have.
238
1.2 Diesel engine checklist

 Ensure that there are sufficient engines and power available for the drilling programme
(even with one engine being off-line for PM purposes).
 Look for oil, air, gas and water leaks around the engine.
 Verify the date of the latest major overhaul (e.g. the latest 20,000-rhr service). Check the
OEM service hours. When is the next major overhaul due?
 Check if oil consumption is as per the OEM specifications in relation to the load of the
diesel engines.
 Confirm that the engine safety devices are tested as per API RP 7C-11F, API RP 14F
section 5.2.5.1, and API RP 54 section 9.14.2. These safety devices are to be tested
monthly. Diesel engine safety devices are the following:
o low-lubrication-oil pressure
o high-cooling-water temperature (Stage 1 and Stage 2 alarm)
o overspeed
o crankcase pressure (some engine designs)
 Verify that overspeed tests are performed and recorded (110% rpm).
 Verify that the engine exhaust gas lines are insulated (mandatory on all diesel engines on
MODUs and good drilling practice for land-rig diesel engines).
 Confirm whether fixed fire protection is available (mandatory for all MODUs).
 Confirm that crankcase overpressure safety devices are installed on the crankcase doors
(on all diesel engines with bores larger than 200 mm).
 Inspect the installation and test the operation of the combustion air inlet safety devices
(so-called rig saver valves).
 Verify that a cooling-water treatment is performed (API RP 7C-11F section 2.8). Check the
test sequence and test reports.
 Check the condition of the electrical cables and junction boxes around the engines.
 Confirm the exhaust gas colour indication (API RP 7C-11F [1994] section 9.1.10 and
section 9.1.11).
 Review the oil-sampling/analysis reports and record the sampling and testing frequency.
 Inspect the condition of the pressure and temperature sensors.
 Check the operation of the turbochargers and verify if there are spare turbochargers
available at the rig site.
 Verify that suitable spark arrestors are installed (API RP 7C-11F section A.3e and A1).
 Verify that all engines within 100 feet of the wellbore have spark arrestors. It is good
drilling practice to install spark arrestors on all engines around the rig site (API RP 7C-
11F sections A.3e and A.1, and API RP 54 section 9.15.3).
 Check the condition of all starting motors and verify if a spare starting motor is available
(API RP 7C-11F section 6.3.4).
239
1.3 Emergency generator checklist

 Verify that the switchboard shows available power (in kW).
 Ensure that the emergency generator engine is designed to start during a total blackout
(thirty seconds after a blackout the emergency generator must be on line).
 Check the condition of the fan, belt and radiator.
 Verify that the emergency generator is tested every week (including an automatic start).
 Confirm that there are two independent means of starting the emergency generator diesel
engine. The starts must be carried out at least three times without problems (MODU Code
Section 5.4.2).
 Check the layout of the emergency generator switchboard.
 Make sure that on MODUs the emergency generator room is located above the waterline
(MODU Code Section 5.3.2).
 Verify that there is a pre-heating system for the engine if the rig operates in colder
climates (either on the cooling-water system or on the lubricating-oil system).
 Carry out a test run at maximum load for at least thirty minutes.
 Check the condition of the starting batteries and battery chargers.
240
1.4 Hyperlinked images and drawings from the diesel engine checklist
presentation
Figure 1
A spray of lubricating oil or fuel on an
unprotected exhaust gas line. The crew
has no chance; instant fire will be the
result.
Figure 2
A spray of lubricating oil on an insulated
gas line. Heavy smoke will develop before
flames erupt. The crew has a chance now!
Figure 3
Fixed spark arrestor in engine muffler.
241
Figure 4
Emergency generator (schematic).
242
1.5 Diesel engines: photos and drawings

Figure 5
Spotless engine room; most exhaust gas
lines are adequately insulated, but there is
no insulation material present at the
turbocharger bodies. This is a requirement
for marine engines.
Figure 6
Caterpillar engine with multiple oil leaks.
This will create a fire hazard and causes
unnecessary pollution.
Figure 7
Scale build-up in cooling passages can
destroy engines. Look at the scale in the
waterways on this cylinder head. It does
not look like much, but it is more than
sufficient to cause the head to overheat.
243
Figure 8
Scale builds up on the cylinder liner walls,
reducing heat transfer and causing the
pistons to seize. Using a cooling water
treatment is essential. Water leaks on the
engine must be stopped, otherwise this
expensive treatment will just need
constant replacement.
Figure 9
When was the last major overhaul
performed on these engines? This
uncertainty could mean that they will not
be available for approximately 10 to 14
days! More importantly for the client, when
are the next engine overhauls due?
Figure 10
EMD two-stroke engine (on MODUs only).
The clearance of the top piston spring

indicates whether a power pack must be
replaced. The power pack consists of the
connection rod including the bearings, the
piston, the liner and the cylinder head.
Power packs are fitted as a single unit,
and the removed unit is usually sent to a
workshop for repair and return.
244
Figure 11
Lubricating oil leaking from a crankcase
relief valve seal. The most likely cause is
the exhaust gases blowing past the piston
rings, resulting in over pressurisation in the
crankcase. This causes the relief valve to
flutter. This is very dangerous and must
not be ignored.
Figure 12
Marine engines of 200 mm+ cylinder
diameter must be fitted with crankcase
relief valves. The relief valves consist of a
large diameter plate with a light spring.
Figure 13
Large surface area.
A large but lightweight spring. Why? The

opening pressure is just 0.2 bars.
Explosive forces in the crankcase normally
range from 1 to 2 bars, but 7 bars have
been known. The explosive speed is 0.3
metres per second, but it can reach 300
metres per second on large engines.
245
Figure 14
Is there pressure coming from the sump?
Is the sump level increasing for no obvious
reason? Is the oil getting dirty? Is there
noticeable fuel in the oil? Look at the
dipstick and smell it.
Figure 15
Large bore engine with no crankcase relief
valves. These valves are compulsory on
all offshore rigs.
Figure 16
An engine-monitoring panel is good for
measuring the performance and condition
of the engine. The temperature and
pressure read-outs are to be checked and
recorded several times per day.
246
Figure 17
It is important that all pressure and
temperature indicators are working
properly, as they provide vital information
on the condition of the engine and its
components. On this rig this is impossible.
Figure 18
Overeager painters? Neither the
temperature nor the pressure can be read
from these illegible gauges.
Figure 19
Modern rigs tend to have computerised
touch screen panels that record everything
going on in the engine and associated
auxiliary equipment. With a little luck the
crew will not paint over it.
247
Figure 20
Fuel injector seals on a brass seal ring. In
due time this ring will become too hard
and cause fuel leaks. Leaking fuel creates
a fire hazard and can destroy lubricating-
oil viscosity and the ability to lubricate
correctly, thus causing premature engine
failure.
Figure 21
Trying to close a high-pressure fuel leak
with a cotton rag is not a good idea. Inside
the fuel-contaminated rag spontaneous
heat can develop and a fire could break
out.
Figure 22
There was no protection on this exhaust
gas piping. This is the result of a small oil
leak onto the exhaust gas line.
248
Figure 23
Result of heat on an unprotected engine
exhaust. Switch off the lights when the engine
is on full load, and you will have these
turbocharger housings glowing red hot.
Figure 24
On modern engines fuel lines tend to be
double-skinned, which has helped reduce but
not totally eliminate fuel oil spraying onto
exhaust gas lines. The main cause of fires on
large engines is leaking lubricating oil or fuel
lines. Pipes and fittings need to be well secured
as well.
Figure 25
Two pictures of fuel lines from similar engines.
Which rig has the better mechanic?
249
Figure 26
Insulation material will protect personnel from heat
and retard the ignition of fire. When a leak of
lubricating oil or fuel occurs, there will be a rapid
development of smoke that will warn the crew or
be detected by the smoke sensors.
Figure 27
An unprotected exhaust line with turbochargers
and an expansion piece. Note that the
temperatures of the exhaust gases range from 500
to 700 degrees Celsius! The piping contains
lubricating oil going to the turbo chargers.
Figure 28
Purpose-built heat shields have been installed.
Note that the exhaust gas turbochargers also have
a shield installed.
250
Figure 29
Insulation material and a heat shield
providing some protection, but all hot
surfaces should be covered.
Figure 30
Modern engine with a water-cooled shield
fitted around the turbochargers.
Figure 31
All hot surfaces are adequately protected
from fuel or oil leakage.
251
Figure 32
Engines for marine vessels do not require
rig saver valves to be fitted. On drilling
rigs, both onshore and offshore, rig saver
valves must be installed to prevent over-
speeding in case of a major gas blow out.
Figure 33
A similar model of a diesel engine as in the
previous picture, but this time with the
correct rig saver valve installed. Some
Caterpillar engines have two air inlet
manifolds and, as a result, two rig saver
valves - one in each air inlet manifold.
Figure 34
Same rig saver valve, but this one has
been vibrating closed and is isolated,
preventing it from working. It shows a
near-criminal level of ignorance.
252
Figure 35
Different type of rig saver valve, but same
old story. Gross ignorance puts the life of
everyone on the rig at risk.
Figure 36
This single rig saver valve can be manually
or pneumatically operated. Unfortunately,
the manual operation handle is not
connected.
253
Figure 37
Black smoke from the engine. What can
we determine here? Poor combustion, lack
of air, bad injectors, bad turbines? Note
that black smoke is normal at load
variations and when starting the engine, as
the turbochargers need time to increase
their speed to 15,000 rpm.
Figure 38
Blue smoke: the engine is burning oil from
worn liners, piston rings or leaking valve
guides.
Figure 39
White smoke indicates a cooling-water
leak somewhere inside the engine. A
nightmare scenario would be cooling water
leaking due to cracked cylinder heads. If
the cylinder heads are on one block, as
often found with smaller engines, it could
indicate a leaking cylinder head gasket.
254
Figure 40
The silencer and spark arrestor are
missing on the exhaust gas discharge
pipe. There is no insulation material either.
The noise levels will be beyond belief!
Figure 41
Third-party-owned engines must have
spark arrestors, rig saver valves and
insulation material installed on their
engines.
Figure 42
Water spray-type spark arrestors have
been installed on these rig engines. This
design can cause the engine to flood when
it is not running, and severe damage can
occur when the engine is next started. Not
normally found on land rigs today.
255
Figure 43
Water-cooled spark arrestor on an offshore
rig. Good set-up, as there is plenty of
water available here (NORSOK Z-015
4.3.1.1).
Figure 44
Standard land rig spark arrestor with soot
collector. Engines are located within 100
feet of the wellbore (API RP 54 section
9.15.3).
Figure 45
Unprotected rotating equipment on the
engines. This is a very unsafe practice that
has caused serious accidents and even
fatalities on other rigs! Guards on rotating
equipment are now an accepted worldwide
standard.
256
Figure 46
If you are going to fit a guard, make sure it
is suitable for the purpose.
Figure 47
Missing guard on a cooling fan causes a
fatal accident (see story on the next page).
257
A container with a generator system was placed on the platform to provide power for testing some
winches. The engine was fluctuating, so a mechanical assistant and two motormen went into the
container to investigate.
It was decided that the engine needed to be shut down to change the filters. The motorman stayed
by the filters, while the mechanical assistant returned to the panel to ask the other motorman to fetch
new filters.
While the mechanical assistant left the control panel and went outside to tell the winch crew to
stabilise the winches, the motorman who stayed in the generator container decided to remove his
jacket. As soon as the deck electrician heard a noise in the container he went to investigate, and
found the injured man sitting against the fan guard.
His jacket had wound into the unguarded balance wheel pulley assembly. The motorman had his left
hand amputated and suffered a skull fracture. He passed away after fifteen days in hospital.
258
Figure 48
Completely frozen turbocharger on a
Caterpillar engine. This rig apparently has
an optimistic mechanic with a can of WD-
40!
Figure 49
Radiator totally blocked by millions of bugs
in a rig engine located in the desert. Care
must be taken not to damage the cooling
fins when cleaning the radiator.
Figure 50
Leaking radiator found during the daily
routine inspection, the mother of all
maintenance.
259
Figure 51
Corroded heat exchanger on an offshore rig.

If it is already this bad on the outside,
imagine how bad it will be on the inside!
Figure 52
Governor 'permanently' adjusted with a pair

of gripping pliers.
260
Figure 53
Offshore rigs require a means of

extinguishing engine room fires from outside
the machinery space. CO2 is the most
common method. This equipment is covered
by Class, SOLAS and MODU Code.
Remember: Basic daily maintenance is vitally important. Most major failures

begin with a very minor problem that can be easily corrected.
Repair it immediately and the majority of your major failures will never
happen.
261
1.6 Emergency generator: photos
Figure 54
Inspections of emergency generators
are more or less the same as for
ordinary diesel generators, with
additions for Class and MODU Code.
Figure 55
The main difference is that emergency
generator engines must have two
independent means of starting.
Figure 56
Battery box for starting the emergency
generator engine. This one has
insufficient warning signs, and no
ventilation has been routed to the
outside of the emergency generator
area.
262
Figure 57
Starting batteries of the emergency
generator. There are no safety signs and
there is no venting of hydrogen gas to a
safe area. The H2 exhaust gases coming
from the batteries can cause explosions!
263
2 Air compressor
2.1 Introduction
What is it?
A device that raises air pressure to create a pressure differential for
moving or compressing a vapour or a gas.
What does it do?

Rig air compressors provide 120 psi of rig air to all land drilling rig systems
that use rig air to operate.
MODUs sometimes also use bulk air compressors which provide 30 psi
bulk air pressure (with a large volume) to the air bulk systems to transport
bulk powder, such as barite or cement powder.
How much power?

Varies greatly according to the type of rig air compressors used; most rig
air and bulk air compressors are driven by 100 horsepower AC motors.
Special features?
Relief valves and Air Pressure Vessels (APVs) which need to be certified
at specific time intervals, depending on the local legislation.
264
2.2 Air compressor checklist (more relevant for MODUs)

 Record the number and capacity of the rig air and bulk air compressors.
 Verify that there is a separate bulk air compressor present for cement operations (low-
pressure/high-volume capacity type of air compressor).
 If there is no independent bulk compressor present, verify that there are at least two
reducing valves fitted to convert rig air into bulk air supply.
 Confirm that there are at least three rig air compressors operational if there is no bulk air
compressor available (on MODUs) prior to starting a cement job.
 Check the air dryer capacity and operation.
 Examine the condition of the emergency rig air compressor (diesel-driven cold-start
compressor).
 Verify that all relief valve vent lines are routed to vent to a safe area by means of rigid
piping.
 Confirm that the air receivers are purpose-built and certified by Class.
 Verify that the air receivers are hydrostatically tested at least every ten years (API 510
Chapter 6). Ultrasonic wall thickness testing combined with internal inspections are an
alternative way of inspecting the air pressure vessels.
 Check that the relief valves are recertified every two years, more often if local legislation
demands.
 Inspect the relief valve sizes to determine whether they are compatible with the size of the
air pressure vessels (they should not be too small in case of a fire).
 Investigate the results of the oil sampling and check the oil analysis frequency.
 Verify that the rig carries out wall thickness measurements on the bulk silos and bulk air
piping (as a standard, 87.5% of original wall thickness must be left).
 Verify if the crew tests the high-temperature air shut down on all screw-type rig air
compressors.
265
2.3 Hyperlinked images and drawings from the air compressor checklist
presentation
Figure 58
Schematic of rig air and bulk air system.
Figure 59
APVs must have a large relief valve in case air needs to be vented quickly during a fire.
266
2.4 Air compressors: photos

Figure 60
Well-maintained compressors and air systems.
Offshore, if there are only two rig air
compressors available then a separate bulk air
compressor should be installed. Air supply must
be taken from a safe area.
Figure 61
Emulsified lubricating oil coming from the
compressor, indicating a leaking oil cooler.
Figure 62
Air pressure vessel carrying all the relevant
safety markings, but where is the relief valve?
267
Figure 63
Highly corroded air pressure vessel located
underneath the drill floor. It has no relief valve, no
pressure gauge and no safety signs.
Figure 64
All air receivers should have a maximum working
pressure indication. The relief valve exhausts
need to be routed to a vent in a safe area.
Figure 65
Relief valve vent on the APV plugged off with a
common stud, preventing the valve from
operating. If relief valves are installed on a 90-
degree screwed elbow, the rapid venting forces
can create a torque strong enough to unscrew the
fitting, thereby allowing the valve to become an
unidentified flying object and the air receiver to
empty rapidly, creating high noise levels.
268
Figure 66
An undersized relief valve placed on top of the large air
pressure vessel. If a fire breaks out in this area, the
pressurised air will expand and could burst the air
receiver. With such a small relief valve it will not be
possible to vent the air fast enough from this large
pressure vessel. There must be a suitably sized relief
valve or additional bursting disc present.
Figure 67
Remove the isolation valve from the relief valve supply
line. Hard-piping the exhaust line and venting into a safe
area is an excellent and very safe practice.
Figure 68
A cold-start air compressor but with an exposed battery.
Even worse, it has no air filter.
269
Figure 69
Running reciprocating compressors
without an air filter is the main cause of air
receiver explosions.
Figure 70
Imagine the result if this air pressure
vessel exploded.
Figure 71
Dirt in the air, mud, smoke, sand, fibres,
etc. With a missing or poor filter, dirt mixes
with cylinder oil and forms a sticky paste.
Like grinding paste, it wears pistons; metal
enters the paste and passes from the
cylinder. It sticks to valves. This is not
carburisation, it burns. We have fuel, air
pressure and a source of combustion.
270
Figure 72
Fit locking pins and whip lines on all rig air hose clamps.
 Compressed air is expensive to produce.
 Air leaks are money blowing in the wind.

 Compressed air can be very dangerous unless the systems are
maintained to the highest standards by skilled mechanics.
 Without compressed air most rigs would be unable to operate.
271
3 Crane
3.1 Introduction
What is it?
A machine for raising, lowering and revolving heavy equipment. Used on
land rigs and MODUs (marine cranes). Can be driven electronically,
hydraulically or with a diesel engine.
What does it do?

Lifts heavy equipment between rigs and supply boats on MODUs and
assists in building up land rigs on new locations.
How much power?

Cranes of up to 100-ton capacity are used, depending on size.
Special features?
Load cell device which should include an alarm and an overload safety
device.
Special safety devices to protect the boom and the main and whip line
wires.
Land rig cranes normally have support legs which need to be extended
when the crane is in use.
272
3.2 Crane checklist (relevant for MODUs)

 Record the date of the last crane diesel engine overhaul.
 Check the date of the last slew brake test.
 Ensure that the aircraft warning lights in the boom and A-frame are working (API Spec 2D
appendix C).
 Ensure a windsock is fitted.
 Check the condition of the A-frame ladders.

 Check the certification of the wires: boom, main and whip wire.
 Check the date of the last load test (Classification Society, Lloyds, ABS, and DNV).
 Check the last load test by Class (up to 20 tons: SWL plus 25%; from 20 to 50 tons: SWL
plus 5 tons; above 50 tons: SWL plus 10%).
 Ensure load cell management and radius/weight alarms are installed and working
satisfactorily.
 Verify that NDT inspections of the pedestal, crane boom and blocks are part of the lifting-
gear surveys.
 Verify that four-yearly NDT inspections of the slew bearing bolts are carried out (internal
and external). Some rigs do 25% yearly.
 Function test the high limit switches of the main and whip line, and the high and low limit
switches of the crane boom (API Spec 2D app C section 4.1.2d).
 Verify that only safety glass is used for the crane cabin windows (API Spec 2C section
11.2).
 Check the records of the last boom pin NDT inspections (API Spec 2D Appendix C).
 Verify that the crane control handles return to the centre position when released (API
Spec 2C section 11.1.2).
 Check the operation of the wire drum braking systems (API Spec 2C section 8).
 Verify that the friction brakes are fitted with rain guards (API Spec 2C section 13.3).
 Verify that the sheave sizes are no less than eighteen times the diameter of the wire rope
(API Spec 2C section 7.4.1.1).
 Verify that there is a load chart in the crane cabin (API Spec 2C section 4.2).
 Verify that an emergency stop for the crane engine is available, that it is operated from
the crane cabin and is working OK.
 Check for the correct installation of wedge type sockets, paying particular attention to the
wire clamps (API Spec 2C section 6.3.3).
 Verify the land rig crane procedures; only allow lifting when the support legs are
extended and secured.
 Check that there is a procedure to ensure that land rig cranes are not allowed to move
while there is a lift hanging in the crane.
273
3.3 Hyperlinked images and drawings from the marine crane checklist
presentation
Figure 73
Direct relation between boom angle and maximum load.
274
Figure 74
Limit switches and/or anti-two blocking system.
275
Figure 75
Whip line sheave.
Figure 76
Properly labelled hook.
Figure 77
Typical crane cabin.
276
Figure 78
Properly secured wedge-type socket.
Figure 79
Mobile crane ready to lift.
Figure 80
Wedge socket termination as per API Spec 2C (2004) section 7.3.3 incl. Figure 4.
277
3.4 Marine cranes: photos and drawings

Figure 81
Unauthorised welding carried out on this
boom pin to resolve excessive play.
Figure 82
Boom pin with severe corrosion and
excessive play. The safety pin is also
missing.
Figure 83
Severely damaged crane boom. The OEM
needs to be contacted and the load
capacity of the crane boom must be
confirmed or downrated.
278
Figure 84
Collapsed crane boom member. What
would the SWL rating of this crane boom
be in this condition?
Figure 85
We often find corrosion. There is no need
for this, as crews should find it as soon as
it starts, clean away the rust and repaint
the steel. This should be done straight
after the last NDT inspection is completed.
Figure 86
Paint is easy to use and cheap to come by.
Steel replacement is costly and difficult for
lifting equipment. Refrain from home-made
weld repairs on critical lifting equipment.
279
Figure 87
This crane boom fell because of failing
boom wires. On average, about six to ten
crane booms fall over the side every year!
Figure 88
The rig crew had decided to use a non-
OEM pin for the crane.
Figure 89
Result of using non-OEM equipment: a
dropped crane boom on a production
platform.
280
Figure 90
Severe corrosion caused the whole tip of the
boom to shear off. Again, catch it early and this
won’t happen.
Figure 91
Keep them in as-new condition.
Figure 92
Load charts must be present in each crane
cabin.
281
Figure 93
Load cell management systems should indicate
when the crane is reaching its maximum boom
angle/load capacity.
Figure 94
The load cell is one of the most important crane
safety devices. It requires regular recalibrations.
A load cell test is required for recertification.
Figure 95
Load charts and a boom angle indicator must
be present in the crane cabin in clear view of
the crane operator. This is in case the weight
indicator system fails and the crane driver has
to take over.
282
Figure 96
Crane controls must return to their neutral
position when released, just like a train
driver's deadman's handle. Tying the
control handles back with rope is not
recommended.
Figure 97
Crane windows must be fitted with safety
glass. Crane windows in the condition
seen here are dangerous to both the
crane driver and the rest of the crew.
Figure 98
PA speakers and floodlights.
These are additional safety items for

cranes, but they require a secondary
means of retention to prevent them from
becoming dropped objects.
283
Figure 99
Correct way to install a wedge-type socket. Never connect the load-
carrying line to the deadline. It could damage the load-carrying wire and
nullify the effect of the wedge. The tail end must be at least six times the
diameter of the wire.
Figure 100
Incorrect installation of a wedge-type socket. The bull
clamp nullifies the action of the wedge and
introduces a stress raiser: a weak point in the load-
carrying wire.
284
Figure 101
This wedge-type socket was incorrectly
installed. It damaged the lead end of the
wire and nullified the operation of the
wedge.
Figure 102
Standard thimble.
Here the lead and the dead end must be

connected. This is not a wedge-type
socket.
285
Figure 103
Modern wedge socket design: the bulldog clip
connects the dead end of the wire to the
wedge allowing the lead end to be free and
function correctly.
Figure 104
Wedge socket.
Note the safety pin is missing from the main

pin.
286
Figure 105
The tail end length must be at least six
times the diameter of the wire.
Figure 106
Wire rope termination with rope clip
tied into the extended wedge socket.
This is the modern wedge-type socket.
Figure 107
Wire rope fed through a wedge socket,
looped back on itself and clipped -
more suitable for marine crane wires.
Figure 108
Wire rope exiting a wedge socket
clamped to a spare piece of rope (a
method often used for the thick riser
tensioner wires on floating rigs).
Figure 109
Improper installation of the dead end of
the wire rope from a wedge socket
clamped to the lead end.
Unfortunately, rather common in the
drilling industry, not just for cranes but
also on winch wires.
287
Figure 110
Limit switches are part of the safety system.
They must be OEM-supplied equipment. Here
a low boom safety limit switch is installed.
Figure 111
We often find badly worn hooks from both the
main block as well as the whip line hook.
Figure 112
It is not a good idea to weld on a load-
carrying hook. This hook could fail at any time
without warning when under load!
288
Figure 113
This crane main block had not been
stripped and NDT-inspected for a long
time.
Figure 114
The pin-and-nut assembly on this whip
line ball was very loose; this could cause
much more than a simple headache.
289
Figure 115
Main block of the crane. Its speed and
strength depend on how many wires are
reeved. If fewer wires are used, the main
block will move faster. However, the load
rating will reduce and the load cell
management system will have to be adjusted.
Figure 116
Frequent visits to the top of the A-frame are
required to grease and measure the sheaves.
On this rig you would need a set of wings to
reach the A-frame.
Figure 117
Inspection of the sheaves using a sheave
gauge. The minimum size of the sheave
diameter must be at least eighteen times the
outer diameter of the wire in use.
290
Figure 118
Hydraulic clutches on a link belt crane are
prone to seal leaks on the central hydraulic
cylinder, spraying hydraulic oil over the clutch
shoes.
Figure 119
Crane engine with hydraulic motors and
generator. This area must be kept very clean
to prevent potential fire hazards.
291
Figure 120
Equally important for crane engines are the
standard diesel engine safety devices, such
as protective covers on the exhaust gas
lines, rig saver valves in the air inlet lines
and spark arrestors on the gas exhaust
system.
Figure 121
Slew bearing studs are to be NDT-
inspected every four years, or 25% of all
studs each year. Be aware that there are
inside and outside studs on the slew
bearing. If you have four cranes you will
have hundreds of studs that need to be
checked.
Note: The time period is an API

recommendation and owners can alter it to
suit, unless local legislation dictates that the
rig must comply with recommended practice.
Figure 122
Oops!
292
 Wires, sheaves, pins, bearings, engines: where have we heard this

before?
 The same rules apply to cranes as to drilling lifting equipment and diesel
engines or hydraulic motors.
 The only difference is how often we change the wires!
 Local legislation often enforces the API RP for cranes.
293
294
Chapter 04
Electrical equipment
1 Eddy current brake .................................................................................................................. 296
1.1 Introduction.............................................................................................................................. 296
1.2 Baylor eddy current brake checklist ........................................................................................ 307
1.3 Hyperlinked images and drawings from the eddy current brake presentation ........................ 308
1.4 Baylor eddy current brake: photos .......................................................................................... 310
2 Electrical safety ....................................................................................................................... 318
2.1 Introduction.............................................................................................................................. 318
2.2 Electrical safety equipment checklist ...................................................................................... 337
2.3 Electrical safety: photos .......................................................................................................... 338
295
04 Electrical equipment
1 Eddy current brake

1.1 Introduction
What is it?
An extra brake for the drawworks; it is connected through a coupling with
the drawworks main shaft.
What does it do?
Provides extra braking force to better control the drawworks.
How much power?
Electrical power is fed to four large coils inside the eddy current brake
housing.
Special features?
EXd safety devices; at minimum a “loss of cooling water flow alarm” is
installed.
An eddy current brake must always be connected during tripping drill pipe
operations. The only time we disconnect the eddy current brake from the
drawworks coupling is to measure the eddy current bearing clearances
during IBW PM.
296
Figure 1
General view of the Baylor 7838 eddy current brake with low-temperature shaft and
reverse junction box.
Figure 1 shows four field coils installed in a static frame with bearings. The rotor is fixed to the shaft
which is connected to the drawworks shaft. The water level inside the eddy current brake must
remain below the bearings, which are sealed and protected from water spray, but the bearings
themselves must not be flooded. The vent and overflow outlets prevent this flooding.
The drawing shows three air gap inspection holes, which allow the rig crew to measure the
clearances between the rotor and the static coils on a monthly basis. The air gap measurements can
be used to calculate the eddy current brake's efficiency.
297
Figure 2
Specification of a Baylor 7838 eddy current brake.
1.1.1 General explanation

When the mild-steel rotor rotates through the stationary magnetic field, currents are induced in the
steel rotor. These currents, commonly called eddy currents, produce a magnetic field which interacts
with the stationary field.
This field interaction produces a force which opposes the rotor rotation and provides the braking
torque for the Baylor eddy current brake. The braking torque of the Baylor eddy current brake is
dependent on the strength of the stationary magnetic field, the rotor speed and the rotor
temperature.
The torque increases with magnetic field strength and rotor speed. Be aware that at a certain speed
the maximum magnetic absorption of the rotor is reached and a further increase of speed will result
in a decline of the brake force. Torque decreases as the rotor temperature rises and the rotor
expands, which widens the air gap. The strength of the stationary magnetic field is controlled by the
field coil in proportion to the braking requirements.
The eddy currents induced in the rotor produce heat. This rotor heat must be kept within acceptable
limits or the braking torque will be reduced. To maintain rotor temperature within acceptable limits, a
cooling system is required.
A steady flow of cooling water is directed into the area containing the rotor. The movement of the
rotor through this water as it turns provides the uniform cooling of the rotor surface. If the flow of
cooling water fails while the brake is in operation, the rotor will become overheated. In this state, the
rotor will be damaged if a safe cooling procedure is not followed.
298
299
Figure 3
Funnel-type drain.
The water outlet(s) at the bottom of the brake should not be hardpiped or otherwise restricted. This
should be a free-flowing gravity drain. A funnel-type drain as illustrated in Figure 3 is preferred. Do
not plug, pipe, connect hoses to, or otherwise obstruct the water overflow outlets located on the
brake just below the shaft centreline. These overflow outlets provide a warning of improper water
flow conditions.
The Baylor eddy current brake allows cooling water to flow over the lower sections of the
electromagnets and rotor before it exits at the bottom. If the cooling-water outlets are restricted, the
water level inside the brake will increase to a level which could damage the bearing grease seals
and permit water to enter the bearing cavities, resulting in damage to the bearings.
CAUTION!
The Baylor eddy current brake is not designed to operate with cooling water inside the brake at
other than atmospheric pressure. For proper brake operation, ensure that brake cooling-water
flows unrestricted through the brake with gravity discharge, and water flows back unrestricted to
the cooling-water reservoir.
1.1.2 Radial bearing clearance

Measuring radial bearing clearance upon receipt of a new or factory-rebuilt brake will allow the
prediction or verification of bearing failures.
Note: In order to carry out this measurement, the brake must be uncoupled from the drawworks.
300
A dial indicator is placed at the top dead centre of the shaft's vertical centerline, and the shaft is
lifted. Care must be taken not to apply more force than one half the combined weights of the rotor
and shaft. Care must also be taken to ensure the dial indicator is perfectly vertical and properly
zeroed.
As with any lifting operation, all lifting apparatus must be properly sized, and the lift must be
performed by qualified personnel. The radial clearance data should be recorded for future use. This
information can be used later to predict bearing failure.
The bearing manufacturer will indicate that a bearing that is in the process of failing will undergo
microscopic surface failures prior to a complete failure. When this begins to happen it is impossible
to observe these surface failures with a radial clearance measurement, but a large deviation from the
original measurement will indicate the failure process is well underway, and a bearing replacement
should be planned.
1.1.3 Shaft alignment

Angular misalignment and offset misalignment between directly-connected shafts often cause
increased bearing loads and vibration, even when the connection is made by means of a flexible
coupling. Shaft alignment is especially critical if the coupling is to be operated at high speed
Figure 4 Figure 5
Angular misalignment. Offset misalignment.
Angular misalignment should not exceed 0.010 The total indicator run-out of the offset
inch (0.0025 mm) total indicator reading. misalignment should not exceed 0.010 inch
(0.0025 mm).
301
Figure 6
Recommended cooling-water flow curves depending on the model.
1.1.4 Cooling-water quality

In order to function properly, the cooling water used in eddy current brakes must meet four basic
requirements:
1. It must adequately transfer heat energy from the rotor to the heat exchanger used for cooling.
2. It must not form scale or sludge deposits in the brake or cooling system.
3. It must not cause corrosion in the eddy current brake or cooling system.
4. It must not deteriorate any of the seals or gaskets used in the eddy current brake or cooling
systems.
These requirements are normally met by combining suitably de-mineralised water with a reliable
corrosion inhibitor. Under extreme operating conditions it may be necessary to use an antifreeze
coolant. In this case the cooling liquid should be a mixture of the ethylene glycol type antifreeze, de-
mineralised water, and an adequate corrosion inhibitor.
302
1.1.5 Water quality standards

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

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

If the eddy current brake is used for 'drill assist' where the rotor speed is very limited, it is
recommended that no more than half the full rated DC voltage be applied to the field coils
continuously. The brake's primary purpose as an auxiliary brake is to dissipate the energy of the drill
pipe or casing that is being lowered into the bore hole. For this specific purpose, the field coils are
designed to accommodate a duty cycle of full DC voltage 'on time' of 20 seconds out of every 60
seconds.
Increasing the duty cycle to 100%, or an 'on time' of 60 seconds out of 60 seconds, will create
excessive heat buildup within the individual conductors of the field coils. As the electrical insulation
system of the field coil has excellent dielectric characteristics, it is also an excellent thermal insulator.
Note: The internal heat produced by the field coil due to the DC current passing through each
conductor will continue to rise until, within a short period of time, the insulation system will
degrade and turn-to-turn shorting will occur with ultimate failure of the field coil.
It is also interesting to note that the torque curves for Baylor eddy current brakes all have a similar
characteristic. The torque produced at very low drum shaft speeds (0 to 20 rpm) is approximately the
same for various excitation values. In other words, the brake torque produced at 15 rpm is about the
same, at full applied excitation, as the torque with 50% applied excitation.
303
Therefore, the Baylor eddy current brake, utilised for 'drill assist', will perform at the low speed drum
requirements of feed-off at half of excitation, as well as performance at full excitation. This can
reduce the excitation to the larger capacity brakes from 21 kW to 7 kW with the reduction of the
thermal load of the field coils.
Operation of the Baylor eddy current brake at very low speeds during drill assist, with full excitation,
will also contribute to excessive wear on the ID of the rotor and the OD of the magnets. At very low
rotor speeds, with full excitation to the field coils, the magnetic attraction between the magnets and
rotor is greater than the collapse strength of the rotor material.
Pull-over will occur where the outer circumference of the rotor drum pulls down and contacts the OD
of the magnet. The resultant contact, at slow speed, will gall and gouge the surfaces of the rotor and
magnets. This mechanical contact will increase the air gap between the rotor ID and the magnet OD
such that maximum torque of the brake will be reduced.
In conclusion it should be said that utilising the Baylor eddy current brake in drill assist mode
requires specific attention regarding the level of excitation applied to the field coils.
Note: Continuous operation at full excitation can significantly shorten the life of the field coils and
increase the air gap dimension, such that reduced torque output will result.
National Oilwell Varco manufactures several different types of control systems for use with the Baylor
eddy current brakes. Each control system design incorporates a different method of supplying reduced
voltage to the brake during drill assist operations.
Cooling-water alarm
A cooling water alarm system is available to monitor flow and temperature of the coolant to the
brake. This system warns the operator whenever cooling to the brake has been impaired. It can
prevent the need for expensive repairs.
Note: This is also required to maintain the hazardous-area certification on the brake.
Cooling water treatment

The silicate nitrate inhibitor is basically non-polluting. Be sure to follow the manufacturer's
recommendations for applying the inhibitor. Both for new untreated water and for maintenance of
already treated water, the recommended inhibitor is Nalcool 2000.
Warning! If glycol antifreeze is used, Nalcool 3000 is recommended due to the possible
interaction with the glycol, which causes sludge.
Water quality standards with Nalcool

1. Ensure that the water quality meets the required standards.
2. Coolant has a pH level of 8.3 after the corrosion inhibitor has been added (the coolant solution
turns pink).
3. The recommended nitrite level is 1,500 parts per million.
For long-term storage a 50% solution of Nalcool with clean water is recommended.
304
1.1.8 Maintenance and service
Lubrication
To maintain the lubricant volume, add approximately 2 ounces of grease to each bearing cavity each
24-hour period, or before each trip into or out of the hole with drill pipe. There is a grease-type fitting
for each of the two bearings, and each must be independently lubricated. The recommended grease
is NLGI No. 2 water-resistant (lithium-based) grease. A good grade of lithium-based ball and roller
bearing grease may be used.
The bearings and seals will not be harmed by excess grease. It will simply enter the cooling water
stream by momentarily lifting the seal lip to relieve pressure. Drawworks manufacturers and users
may connect the grease inlet holes in the bearing caps to lubrication header blocks with tubing to
facilitate lubrication from a remote point. This is satisfactory if the tubing is regularly inspected, and if
it is determined that the required amount of grease is actually reaching the bearing.
Breather
A breather is installed on the upper and/or lower exterior face of each magnet assembly. These
breathers should be inspected periodically to ensure that they are clean and have free access to air
to minimise condensation, and to prevent any accumulation of moisture in the coil cavity. They
should be removed and cleaned with kerosene at least once a month.
Note: The accumulation of moisture in the coil cavities caused by plugged breathers will result in
early deterioration of the coils. These breathers should be cleaned as outlined above and must
always be pointed downward for proper drainage.
Figure 7 Figure 8
Location of overflow. Location of drains.
Air gaps
If there is erosion/corrosion in the air gap between the rotor ID and the magnet OD due to poor
quality cooling water, this gap may gradually increase to a point where the rated torque will be
reduced. In making any field check of this air gap, it is necessary to allow for any pitting and for any
scale build-up to determine the effective gap distance.
Any scale present does not provide an effective magnetic path so it must be deducted from the gap
distance measurement. This air gap should be checked monthly. The effective air gap is the average
of all the measurements taken. Measurements should be taken at each air gap inspection hole (both
305
inboard and outboard) and recorded. Then rotate the rotor assembly 90 degrees clockwise and
record the measurements. Do this three times.
Finally, rotate the rotor assembly another 90 degrees clockwise. This will bring you back to the
original position and readings should agree with the first position readings. Normally, a 50% increase
in the air gap will produce a 70% decrease in the rated torque. For the Baylor 7838 eddy current
brake, the air gaps should vary between 0.055" and 0.065".
1.1.9 Coil readings

During the monthly routine maintenance the individual coils need to be measured. The values are
listed in the table in Figure 9. Note that these values might differ if the temperature is not close to 20
degrees Celsius. There is no difference between the inboard and the outboard magnets.
The leads are numbered for convenience in wiring and to assist in proper coil lead connection to
ensure proper coil polarity. The outboard magnet leads are F1, F2, F3 and F4. The inboard magnet
leads are F5, F6, F7 and F8. If there is a need to convert an inboard magnet to an outboard one or
vice versa, the following table should be used:
 F1 = F8
 F3 = F6
 F2 = F7
 F4 = F5
Therefore, the inboard and outboard magnets are mechanically and electrically interchangeable.
Figure 9
Coil readings of all Baylor eddy current brake models.
Insulation to ground
With the power removed, use a 500 VDC megger to check for grounds. Wiring and interconnect
cables should be at least 1 Mohm to ground. Individual magnet coils should be at least 5 Mohm to
ground. An insulation resistance meter should be used to check the coils for open or short circuits.
Source of this introduction: NOV Document No. 165-60800
306
1.2 Baylor eddy current brake checklist

 Check the date of the last disassembly and bearing replacement.
 Test the condition of the spline coupling and its alignment.
 Verify the cooling-water discharges through a large, open cooling-water funnel.

 Verify that the control handle automatically returns to neutral by a spring force when
released. Be aware of the infamous “shackle with rope”, which allows the driller to keep
the control handle down continuously.
 Confirm the EXd integrity of the electrical cables and junction boxes.
 Record the air gap measurements. For instance, for a Baylor 7838 eddy current brake this
is 0.055 inch (1.4 mm) when new; the maximum-allowed wear is 0.080 inch (2 mm), as this
leaves only 50% efficiency.
 Document the latest reading of the individual coil resistance (11 to 14 ohms at 20°C for
the Baylor 7838 type) and insulation values to ground (minimum 5 Mohm for the coils).
 Verify that the breathers are not plugged and that the gauze and float are still present
(these are EXd fittings that must have the gauze and float installed).
 Confirm that the flow and temperature alarms are installed (audible and visible) and
frequently tested.
 Record the date of the last battery back-up system drain test.
 Verify that cooling-water treatment is used to prevent scale from blocking the lines and to
preserve adequate heat transfer.
 Check if a cooling-water testing programme is in place, and verify the date of the last test.
 Check that a fault-monitoring system is installed.
 Confirm that the spline coupling release handle is adequately secured during normal
drilling operations. Note: It is not good practice to disengage the eddy current brake
during pipe tripping operations to increase the tripping speed.
307
1.3 Hyperlinked images and drawings from the eddy current brake
presentation
Figure 10
Schematic of the rotor and coils of the Baylor 7838 eddy current brake.
308
Figure 11
Schematic of the Baylor eddy current brake showing the normal fluid level.
309
1.4 Baylor eddy current brake: photos
Figure 12
Lining up the Baylor eddy current brake to
the drawworks is a time-consuming
process that can take many hours to do
properly.
Figure 13
This image shows heavy wear on the
coupling splines. This can only get worse
as the drawworks direction is frequently
changing. True alignment and greasing is
of utmost importance.
Figure 14
Measuring the clearance between the rotor
and the coils. We check for bearing wear
and corrosion. Heavy corrosion has a
detrimental effect on the magnetic flux.
Bearing wear shows as a smaller top
clearance than bottom clearance, and it
could be a sign of imminent shaft bearing
failure.
310
Figure 15
Scale build-up results in overheating and
possible expansion and distortion of the
rotor. An expanded rotor means the air
gaps increase and efficiency drops. A
distorted rotor could make contact with and
damage the coils.
Figure 16
The overflow vent prevents the casing from
filling with water which could wash away
bearing grease. It must not be plugged.
The internal cooling water pressure should
be maintained at atmospheric. Here a
breather was mistakenly installed at the
overflow vent port.
Figure 17
The eddy current brake breathers should
have a float and a flame trap (gauze) to
prevent hot or burning gases from
escaping after an explosion, and a float to
block external air from returning after the
initial explosion. Do not take them apart
and wash them frequently. Make sure that
the ball rattles.
311
Figure 18
Breathers are EXd safety devices and
must be maintained as such. They allow
hot, humid air to vent from the coil cavities
during normal operations, and when the
eddy current brake is stopped.
Figure 19
Close-up view of the air gap between the
coils and the rotor. But what is the blind
plug beneath it doing there?
Figure 20
This breather is completely corroded. It is
meant to be a safety device and as such it
needs to be maintained.
312
Figure 21
Here the cooling system has been
modified and is not according to OEM
design. The rotor is designed to scoop
water and splash cool the interior. The
internal water pressure should be 1
atmosphere.
Figure 22
Same unit as above. Water coming out of
the inspection point. Cooling water needs a
corrosion and salt scale inhibitor or repairs
become very expensive (approximately
100,000 US dollars).
Figure 23
o
The water needs to be cool (30 C) going in
o
and not too hot (maximum 74 C) coming
out. The flow rate is 150 US gallons per
minute for the Baylor 7838 eddy current
brake. There must be at least a flow alarm
fitted, preferably also a temperature alarm.
313
Figure 24
Low-flow and high-temperature alarm bell
for the Baylor eddy current brake fitted in
the doghouse. When was it last tested?
Figure 25
Flow and temperature sensors and alarms
are installed in the Baylor eddy current
brake cooling-water system. A flow alarm
is a must for the EXd rating.
Figure 26
Modern flow sensors for the eddy current
brake cooling water have a flow and
temperature alarm; a digital gauge is also
present.
314
Figure 27
Nameplate indicating the necessity of a
flow alarm for the eddy current brake EX
rating.
Figure 28
An air-cooled eddy current brake. Air
cooling systems need to be designed and
approved by a certifying authority before
they can be used in a hazardous area.
The quantity of air required to keep the
brake cool is large and requires
engineering design and testing to ensure
the coil temperatures are not exceeded.
Figure 29
The Baylor eddy current brake should be
connected to the drawworks at all times
during drilling operations. The handle to
disconnect the eddy current brake from
the drawworks should be secured with a
padlock and covered by a work permit.
315
Figure 30
Measurement of individual coil resistance and
coil resistance to ground must be done at
least once a month. Also ensure that the
polarity of the coils is correct. All fittings are
EX; this one is EXd.
Figure 31
The dedicated SCR unit that converts 240-volt
AC into 240-volt DC.
Figure 32
Battery back-up system. The cabinet contains
ten lithium 24-volt batteries connected in
series, as well as an alarm and fault-
monitoring system. A battery drain test must
be performed at regular intervals and
recorded in the history files. The method is
described on the next page.
316
1.4.1 Battery drain test procedure

 Raise the travelling block to at least the monkeyboard level.
 Engage the drawworks brake handle and chain it.
 Switch off the Baylor eddy current brake system power and battery charger.
 Record the eddy current battery voltage of the batteries and the drain time.
 Hit the emergency stop (to apply full brake power from the eddy current brake batteries).
 Engage the eddy current brake control handle to full power.
 Lift the drawworks brake handle; the travelling block should now slowly descend.
Note: The eddy current brake does not bring the travelling block to a full stop, as without rotation
no electrical eddy current brake power is generated.
 Pay attention as soon as the travelling block’s descent starts to accelerate; stop the test and
engage the drawworks brake assembly again.
 The eddy current brake batteries should be able to prevent acceleration of the travelling-block
descent for at least three minutes.
 Verify that the system disconnects the eddy current batteries after three minutes or when the
battery voltage reaches a dangerously low level.
Note: Some systems switch off the battery power automatically after three minutes.
 Next, measure and record the remaining eddy current batteries’ voltage.
 Investigate how long it takes to fully charge the batteries.
 What is a good test of the eddy current back-up batteries?
1. Engage the full eddy current brake for at least three minutes, allowing a slow descent of the
travelling block; the battery voltage should not fall below the danger point (200 volts DC).
2. The eddy current brake batteries should be recharged in approximately six hours after the
battery drain test has been completed.
317
2 Electrical safety
2.1 Introduction
What is it?
Electrical equipment on drilling rigs has to comply with safety standards;
the level of safety depends on the zone or area in which the electrical
equipment operates.
What does it do?

Protects the rig from ignition of free flowing gas from the well.
How much power?

Not applicable.
Special features?
EXd, Exe, EXp, EXi, EXm, EXn, EXs, EXo and EXq; all these electrical
safety standards are used depending on the zone in which specific coded
electrical equipment is used.
318
Figure 33
For a rig to burn out there must be a source of ignition.
The purpose of this section is to:

 introduce the concept of EX equipment
 give a basic explanation of EX
 explain why flame path maintenance is important
319
Figure 34
Gas air explosive range.

o
Methane up to 5% saturation by volume of air (LEL = Lower Explosive Limit at 20 C). Chance of
an explosion starts at 5% saturation.

o
Methane 15% saturation by volume of air (UEL = Upper Explosive Limit at 20 C). Chance of
explosion declines at 15% saturation as the mixture is too rich if the oxygen level declines.
 First gas alarm is normally set at 10% of LEL; the second gas alarm is normally set at 20% of
LEL on drilling units.
Classification of zones
Hazardous areas are classified in three different zones:
Zone 0: These areas are normally only found on production platforms, not on drilling rigs. They are
areas where we constantly find gas.
Zone 1: An area in which an air/gas mixture is likely to occur during normal operations.
Zone 2: An area in which an air/gas mixture is not likely to occur during normal operations, or an
area in which such a mixture, if it does occur, will only exist for a short time.
To transfer the Zone 1 and Zone 2 concepts into an understandable image, we can think of the
following:
 Zone 1: There can be gas without an equipment deficiency, for instance near the shale shakers,
the mud pits, the bell nipple and the exhaust of the mud/gas separator.
 Zone 2: We need an equipment deficiency for gas to occur, for instance leaking flanges, piping
or seals, etc. at the area around the mud pumps on the rig.
For the purposes of this course we will concentrate on Zone 1 and Zone 2.
320
Designation Normally called Zones where it can be used

1 EXd Explosion-proof 1 and 2
2 Exe Increased safety 1 and 2
3 EXp Pressurised and/or purged See note 1
4 EXi Intrinsically safe 0,1 and 2
5 EXo Oil-immersed 2
6 EXq Quartz (sand) 1 and 2
7 EXm Moulded/encapsulated 1 and 2
8 EXn Non-spark 2
9 EXs Special As defined
Note 1
Pressurisation can be used to create a safe area inside a hazardous area.
Depending upon the alarms and shutdowns this depends upon the zone and what
zone is made inside. There is therefore a special section on pressurisation and
purge.
Note 2
If a piece of equipment is certified for a higher zone, it can be used in a lower zone.
For instance, a Zone 1 piece of equipment can be used in a Zone 2 or in a non-
hazardous area.
Figure 35
EX ratings explained.
Figure 36
A typical EXd box. It has a cover with a
large surface area, lots of bolts and no
gasket.
The large number of bolts prevents the

air gap from increasing too much when
an internal mini explosion occurs inside
the EXd enclosure. It is vital that all the
studs are installed; the flanges of the
EXd box must not contain any gasket or
putty material, and must be free of
scratches.
321
2.1.1 EXd protection
Figure 37
Schematic of an EXd box. The cover makes a face-to-face seal with no gasket material present.
Preferably there should be no gap between the faces. We can accept gaps of less than 0.0015 inch
in spots as long as there are not too many. If an explosion occurs the force that is created pushes on
the cover, stretching the bolts and creating a small gap over which the gases can escape, expanding
and cooling as they flow. It is vital that all bolts are in place and secured.
The presence of packing material, putty or silicone sealant will prevent the hot gases from expanding
and cooling and the colder gases escaping from the enclosure. Rig crews have a tendency to make
the EXd boxes watertight but this will affect the principle of the EXd box operation.
The large number of studs must prevent the air gap from expanding too much during an internal
explosion with a maximum of 0.0040 inch or 0.1 mm.
322
Figure 38
Schematic showing how a bolted EXd
enclosure operates. The expansion cools
the hot gases so only “cool” gas can leave
the enclosure.
Figure 39
Schematic showing how a screwed EXd
enclosure operates.
Figure 40
Typical EXd flameproof equipment.
323
Figure 41
A very badly fitted EXd enclosure. If an explosion occurs
there will not be enough bolts to prevent the cover from
blowing off, or the air gap will be too large, allowing the
flames or hot gases of the internal explosion to escape the
junction box.
There is a specific reason for having so many studs, so

they must all be installed at all times.
Figure 42
A correctly fitted EXd enclosure. Remember that one
missing bolt negates its rating. Hot gases will take the
shortest route, which means they could go up a missing bolt
hole and escape into the atmosphere.
Figure 43
Using silicon sealant as a gasket for EXd enclosures is very
dangerous.
324
Figure 44
Schematic of an EXe enclosure.
What is the obvious difference between EXd and EXe?
325
Figure 45
Typical EXe equipment.
Figure 46
External ground wire connected to the frame of the AC motor.
Corrosion at the base of the AC motor can act as an insulator.
326
Figure 47
Typical EXe equipment installation requirements.
327
Combination EXd and Exe
Figure 48
Examples of EXde or EXed equipment.
328
EXp or purge air protection
Figure 49
Schematic of an EXp set-up.
The small over-pressure of 0.25 psi, the

purge air, prevents the surrounding gas
from entering the enclosure.
What does EXp mean?

We purge pressurise the enclosure to keep the gas out.
Where do we use it?
329
Figure 50
EXp enclosure on the drill floor. The purge
air is alarmed with a time delay.
Figure 51
The drawback is that EXp is not
tamperproof; this is a mechanical problem.
The question is, has the low-pressure-
alarm been shorted, bypassed or disabled
electronically?
330
EXi or intrinsically safe equipment
Figure 52
EXi equipment is often used for sensors and alarms.
What does EXi mean?

Intrinsically safe equipment < 24V < 20mA
(Mobile phone = 0.5A)
Where is it used?
Control panels, instruments, fire and gas.
331
Figure 53
New driller's shacks are pressurised while the
control panels are EXi.
Figure 54
Intrinsically safe gas detector. Never mind
which way the wind is blowing, just follow the
dog.
Figure 55
Typical EXi enclosure as fitted on many oil
rigs.
332
Figure 56
Other electrical equipment that, once sealed,
requires no maintenance. It could be filled
with sand, quartz or resin. A sealing conduit is
required to adhere to American NEC
requirements.
Figure 57
Explosion-proof couplings to connect the
conduit seal and the explosion-proof
enclosure.
Figure 58
This diagram shows where the conduit seals
need to be fitted.
333
Particular attention should be paid in Zone 1 hazardous areas.

Missing or illegible labels void the electrical equipment for further
use in hazardous areas.
IEC 61892 – 7 section 10.3.1 / ATEX 95
Aus: API RP 14FZ section 4.6 / ATEX 137
Class / MODU Code section 6.6.2 / IEC 61892-3 section 4.16 / IEC 61892-7 section 6.2
 Hazardous areas, electrical equipment. Check that all equipment that is or that will be located in
hazardous or potentially hazardous areas complies with a recognised standard for electrical
apparatus for installation in potentially explosive atmospheres. Look for certificates/labels of the
Underwriters Laboratory.
 API RP 500 section 11.5.1.3 / ATEX 137
 Australia and New Zealand: AS.NZ 2381.1:2005 section 3.8.16
 Ventilation inlets should be located in unclassified (non-hazardous) locations (AS 1482 [1985]
section 1.4.2).
 IEC 61892-7 section 9.2.2 / ATEX 95
 Check that all junction boxes, control stations, starters, etc. are closed with the proper type and
number of bolts, in order to ensure gastight integrity.
 API RP 500 section 11.5.2.1
 Enclosed hazardous (classified) locations are to be provided with ventilation as required to
maintain them at a pressure lower than adjacent less hazardous locations by a minimum
differential of 25 Pa (0.1 in H2O).
334
Figure 59
Typical DC motor used to power the drawworks and
mud pumps. Protected by EXp in operation and EXd
when switched off. Be aware of the correct EXd type
space heaters inside the motor to prevent
condensation if the DC motors are switched off.
Figure 60
The easiest way to tell if a DC motor is high torque is
just by looking. The armature copper has a groove cut
in it to make it appear as if it is square blocks. The
square blocks help to cool the rotor better at high
loads. Note the EX-rated space heater.
Figure 61
Typical of the type of space heater we often find. This
kind is used in washing machines. If submerged in
water they cannot glow red hot. Inside a DC motor they
are a hot spot source of ignition.
335
Figure 62
A basic spark arrestor, cheap and easy to
fit.
Figure 63
An alternative inlet and exhaust vent to
and from a safe area.
Figure 64
A good reason to be safe.
Explosion of the DC motor of the rotary

located in Zone 1.
336
2.2 Electrical safety equipment checklist

 Check that the hazardous areas on the rig are clearly defined. Check that hazardous-area
drawings are available.
 Confirm that there are clearly visible permanent signs indicating the hazardous areas
throughout the rig site.
 Verify that the electricians have attended an EX equipment course.
 Investigate whether certified cables and EX cable fittings are fitted in the appropriate
zones around the rig.
 Verify that all AC and DC motors are properly grounded with external ground wires.
 Check that monthly insulation to ground measurements of the AC and DC motors are
performed. Check that the correct values were measured.
 Ensure that the maximum resistance of the ground wires is 1 ohm. Ground wires must be
able to transfer high currents without burning up.
 Check that only the correct size of copper ground wires is used.
 Ensure that vibrating equipment (e.g. shale shakers) uses a braided-style ground wire and
ground matting.
 When a looped ground wire system is present, ensure there are double-looped ground
wires installed to prevent single-point failures.
 Ensure that flame-path maintenance is carried out on all the EXd boxes.
 Verify that the EXd boxes are fitted with all their securing bolts.
 Confirm that NO silicone sealant or packing material is used on EXd box flanges.
 Check the resistance to ground of all major 750VDC motors; the insulation value must be
at least 2 Mohm.
 Ensure that spark arrestors are installed on air exhausts of all DC motors used inside
hazardous areas.
 Verify that DC motors used in hazardous areas draw their cooling air from outside the
hazardous area.
 Check that DC motor space heaters have an EX rating.
 Test the “loss-of-purge-air” alarms installed on the EXp equipment.
 Visually check whether electric cables are adequately supported and routed inside
dedicated cable trays.
 Confirm that electric cables in the derrick are secured with rubber-coated, stainless steel
tie-wraps.
 Ensure that all AC motors located in hazardous areas have a valid EX certification.
 Record the date of the last infra-red survey performed on the electrical bus bars and
generators.
 Make sure rubber safety matting is present in front of all motor control centers (MCCs).
 Verify that there is an insulated grab hook in the vicinity of the MCCs and round the main
switchgear room.
337
2.3 Electrical safety: photos

Figure 65
All equipment must be grounded. Never
use a single loop to connect one section to
another; always use a double-loop system
to prevent single-point failures.
Figure 66
Completely corroded steel ground cable.
This cable will burn through the moment
any significant current passes through it.
This ground wire provides no protection
whatsoever, and only offers a false sense
of security.
Figure 67
Damaged ground cable. Taped
connections are not recommended.
338
Figure 68
Badly corroded ground cables. The individual wires are
so thin that their resistance will be too high to operate
as a ground wire. The maximum allowable resistance is
only 1 ohm. These wires could act like fuses and burn
out when a current flows. This is a fire risk. The
electrician should fit the correct-diameter cable for the
expected loads.
Figure 69
These ground cables do not have a proper, solid
connection.
Figure 70
External ground cable in good condition for
the generator.
339
Figure 71
Cables should be routed inside designated
cable trays; this set-up creates a serious
safety hazard.
Figure 72
Messy cables on top of the driller's
doghouse. Which cable is live and which
one is obsolete? Do you recognise any EXi
cable in this spaghetti heap?
Figure 73
Too many cables installed on a corroded
cable support system.
340
Figure 74
EXd box opened for inspection. All the
studs must be re-installed to ensure EXd
integrity.
Figure 75
All cables should be mechanically
supported to comply with API. Note that all
these cables are located inside the
hazardous area close to the mud pits!
Figure 76
An example of a well-designed electric-
cable support system.
341
Figure 77
It is very dangerous to repair a 440-volt AC
wire with tape, as shown here.
Figure 78
A 'high-voltage' rag is used to cover a 440-
volt generator. Not using the proper gland
with 440 volt systems is a very dangerous
practice.
342
Figure 79
This DC motor air exhaust, which could
contain sparks from the DC motor of the
drawworks, vents straight into a hazardous
area. Suitable spark arrestors must be
installed here.
Figure 80
Spark arrestor installed on an older type DC
motor, replacing the louvre doors.
Figure 81
Duct tape is not EX and should not be used on
the air supply inlet to the DC motors on the drill
floor.
343
Figure 82
Duct tape has nothing to do with ducting.
Figure 83
A new blower installed, but the air inlet is
within the hazardous area.
Note that the BOP HPU is installed on the

drill floor on this rig, as seen in the
background.
Figure 84
Air exhaust and supply with ducting to
receive air from outside the hazardous
area. It vents the air outside the hazardous
area as well after passing through spark
arrestors.
344
Figure 85
Non-EX space heater for the drawworks
DC motor. When the DC motor is not
running, the purge air protection is lost. For
this reason, space heaters installed to
prevent condensation inside the DC
motors must have an EX rating.
Figure 86
A certified and acceptable EX aluminium
space heater.
Figure 87
Gas- and watertight pencil.
345
Figure 88
No proper separation between the mud pit
room and the mud pump room.
Figure 89
A 'watertight' plug socket. Unfortunately,
water was present inside the socket!
Figure 90
Cover missing from the plug socket.
346
Figure 91
Domestic plugs and sockets placed on a
home-made, wooden 'junction box', in use
outside next to the mud pumps. This is not
acceptable.
Figure 92
An example of a 'high-tech' electrical support
system: rope!
Figure 93
Tape repairs will not provide a satisfactory
seal, and therefore we lose the EX rating of
the cables going into this junction box.
347
Figure 94
Enough tape was used. This tape may be
waterproof, but it is absolutely not explosion-
proof.
Figure 95
Junction box. The EX cable gland is completely
missing.
Figure 96
Cable glands are designed to secure the main
cable sheath only. In this example it should be
the outer diameter that is secured.
348
Figure 97
Very dangerous installation with poor
termination of electrical wires.
Figure 98
440-volt termination of wires in a Zone 1
area, next to the shakers. This is very
dangerous.
Figure 99
This new, “supposedly EX hot-water kettle”
does not need a plug. It was installed on
top of the mud tanks, which is a Zone 1
hazardous area.
349
Figure 100
Electrical enclosure which was held together with
manila rope.
Figure 101
Instead of a rubber mat, there is water on the steel floor
in front of the MCC.
Figure 102
A high-quality approved rubber mat installed to protect
the electricians. The ladder must not be made of metal.
350
Figure 103
Example of correct electrical isolation with a numbered
padlock, a physical barrier and a padlock number that
is indicated and covered by an electrical-isolation work
permit. Note this is not OEM but it is still an effective
means of installation.
Figure 104
A well-maintained electrical-isolation board.
Figure 105
Correct method of locking and tagging.
351
Figure 106
Home-made MCC panel.
Please do not touch.
Figure 107
Has somebody lost his mind? The drill bit replaced
the fuse!
Figure 108
Poor electrical safety in a third-party container. Note
that third-party electrical equipment is also the
responsibility of the rig electrician.
352
Figure 109
Batteries in a box. There is no ventilation
outlet to vent outside the area, and there
are no safety signs.
Figure 110
This battery has not even been placed
inside a box. Clear indication of leaking
acid and corrosion, and there are no safety
signs.
Figure 111
Battery box with the appropriate safety
signs.
353
Figure 112
Unsafe breaker panel inside the accommodation area.
Figure 113
The infamous toothpick plug.
Figure 114
'No plug is needed here, mister surveyor, as we have a
safety line installed on the 220-volt electrical cable inside
the cabin of the accommodation.'
354
Chapter 05
Safety equipment
1 Drilling and safety equipment .................................................................................................. 356
1.1 Safety equipment checklist ..................................................................................................... 357
1.2 Drilling safety equipment checklist .......................................................................................... 357
1.3 Drilling safety equipment: photos ............................................................................................ 358
2 Pollution control ....................................................................................................................... 379

2.1 Pollution control checklist ........................................................................................................ 380
2.2 Pollution control: photos .......................................................................................................... 381
355
05 Safety equipment
1 Drilling and safety equipment
What is it?
Fire pumps, fire extinguishing systems (both permanent and portable),
PPE (personal protective equipment), hand rails, toe boards, escape
routes, life-rafts and lifeboats for MODUs, helicopter decks, etc.
What does it do?

Protects personnel and provides equipment for fighting fires or
abandoning the rig (MODUs).
How much power?

Not applicable.
Special features?
Additional PPE protection is required when drilling in a location with a
known or expected high level of H2S zones in the formation.
356
05 Safety equipment
1.1 Safety equipment checklist

 Check the condition of all fire-fighting equipment (fire pumps, fire hoses, fire suits and
fire stations).
 Check the condition of all portable fire extinguishers and the results of the latest
hydrostatic tests (API RP 54 section 7.2).
 Test the condition of the fixed fire systems, if installed (CO2 or foam installations).
 On MODUs, inspect all lifeboats and life rafts and check the frequency of lifeboat drills.
 Examine all helicopter facilities and helicopter rescue boxes.
 Check emergency procedures.
 Verify the presence of lifting/handling-equipment inspection records (six-monthly).

 Confirm that the crew is familiar with the valid colour coding of the lifting equipment.
 Inspect the accommodation facilities, the kitchen and the mess room, as well as overall
hygiene levels.
 Check the hospital and medical facilities.
 Verify the number and condition of breathing apparatus sets.
 Examine the records for the gas detection equipment and test records; hydrocarbon (HC)
gases are measured in LEL (Low Explosive Limit) and H2S gas is measured in ppm.
 Verify that there is adequate and sufficient PPE (personal protective equipment) readily
available for the crews.
 Confirm that the permit-to-work system is enforced (API RP 54 section 20.1.1).
1.2 Drilling safety equipment checklist

 Check the handrails and toe boards for damage (API RP 54 section 9.3.18).
 Examine all grating and escape routes for damage and blockage.
 Inspect all muster points, emergency showers and eyewash stations.
 Verify that the grinders and welding equipment are fit for purpose (API RP 54 section
20.4).
 Ensure that the V-door has secure protection when not in use.
357
05 Safety equipment
1.3 Drilling safety equipment: photos

Figure 1
Two fire pumps located in the same area: this is not
recommended. Furthermore, these fire pumps were
installed next to the fuel purifier!
Figure 2
The fire main piping has been 'repaired' on the outside
with a patch. This is not acceptable for first-line safety
equipment.
Figure 3
The sprinkler deluge system was isolated because of
leaks in the accommodation. The leaks must be
repaired and the system must be returned to normal
operation.
358
05 Safety equipment
Figure 4
Due to insufficient pump capacity the foam
and fire pump could not reach the middle
of the helideck on this MODU.
Figure 5
This is the pump output we need.
Figure 6
This ultraviolet fire sensor was covered
with a glove during spray paint operations,
but the glove has been left covering the
sensor. Consequently a critical safety
system has been disarmed.
359
05 Safety equipment
Figure 7
Portable fire extinguisher in very poor
condition: a danger to the crew. As soon
as a portable fire extinguisher is
'energised', it becomes a pressure vessel!
Figure 8
The portable fire extinguisher left standing
on the steel deck of this MODU will not
only cause corrosion on the deck, but also
on the bottom of the fire extinguisher. This
fire extinguisher might explode when it is
energised.
Figure 9
A brand new fire extinguisher still wrapped
in plastic, but the pressure inside is
already below the set limit.
360
05 Safety equipment
Figure 10
Portable fire extinguishers in very poor condition: corrosion has
taken hold and the hoses have deteriorated.
Figure 11
The use of non-transparent covers will help to preserve portable
fire extinguishers in a hostile environment.
Figure 12
The best solution: stainless-steel or fibreglass cabinets in which to
store the portable fire extinguishers. There is also a clear sign
indicating the correct way to use this portable extinguisher for the
relevant class of fire.
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Figure 13
What part of this did we not understand?
Why not do this professionally and place the
extinguisher in the original storage bracket.
Figure 14
Fire station in highly corroded condition. The
hand wheel is no longer connected to the
valve stem.
Figure 15
Fire hose station in poor condition.
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Figure 16
Very poorly maintained fire-fighting station.
Figure 17
Broken smoke detector held together with steel
wire.
Figure 18
Fire-fighting equipment storage lockers on a
land rig: excellent design and very well
maintained. This is proof that even on land rigs
fire-fighting equipment is taken seriously.
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Figure 19
Fire-fighting equipment on a MODU: stored in a neat and
tidy way.
Figure 20
A CO2 system, but the markings on the gauge can no
longer be read.
Figure 21
A portable CO2 cylinder. In the event of fire the vulnerable
bulb will break and release CO2. This is not safe for
personnel working in the vicinity.
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Figure 22
A portable foam fire-fighting system for use on a land rig.
Figure 23
What happened to the windsock on this MODU? Windsocks
are an important safety factor in determining wind direction
if we have to vent gas in a divert situation, or when H2S gas
is present. Windsocks are also important for helicopter
operations on MODUs.
Figure 24
An unacceptable method of end-termination: wire knotted
through a chain! Only approved hook terminations are
acceptable.
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Figure 25
Another very dangerous practice is to weld a chain to
create an 'eye'.
Figure 26
Rig-made lifting eyes of a deplorable standard. Only
certified lifting devices are acceptable.
Figure 27
Rig-made work platforms like these should not be used.
Lifting appliances for people should have a safety factor
of 1:10.
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Figure 28
Chain hoist with a severely deformed hook (the
hook has probably been overstressed).
Furthermore, the safety latch is missing.
Figure 29
A homemade lifting sub for the drill pipe. The
use of this 'lifting sub' could easily cause a
fatality on the drill floor.
Figure 30
A collection of rig-made drill pipe and drill-collar
lifting caps.
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Figure 31
These flame-cut pad eyes were still in use,
despite having been painted red to indicate
that they were condemned by a third-party
inspector.
Figure 32 - Flame-modified pad eye.

Due to the lack of material this pad eye
has been weakened by a factor of sixteen.
However, the green paint indicating that
this is a 'safe' pad eye is still fresh.
Figure 33
The missing section will reduce the
strength of this pad eye. The pad eye must
be removed immediately.
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Figure 34
It is not acceptable to weld a roller onto the high-
pressure mud standpipe going into the derrick.
Figure 35
A well-worn grinding wheel with too big a gap
between the wheel and the rest. A grinding wheel
as severely worn as this one can shatter into a
thousand pieces.
Figure 36
A near-miss! Luckily the operator was wearing
gloves; otherwise it could have been his fingers.
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Figure 37
Welding equipment in deplorable
condition.
Figure 38
Neither Jubilee clips nor locking wire
should be used to secure the hoses onto
the cutting torch.
Figure 39
No flame arrester has been fitted on this
oxygen bottle.
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Figure 40
Fork-lift truck with homemade stretched forks.
Figure 41
Stairways are escape routes and should be kept
in good condition. Note the twist halfway down the
steps.
Figure 42
It is easy to trip and fall over loose grating on top
of the mud tanks. Openings in the grating are also
trip hazards. There was an incident where a rig
worker stepped onto an unsecured grating, fell
into the mud pit and drowned.
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Figure 43
Good-quality toe boards fitted on the mud pit
walkways of this land rig.
Figure 44
Electrical conduit running inside the mud tanks. It
must be removed and routed outside the mud tanks.
Figure 45
The floor in this kitchen does not meet the required
hygiene standards.
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Figure 46
Fresh water? Hot water turned red.
Figure 47
Fresh water? Cold water turned green.
Figure 48
Bugs swimming in this eyewash station.
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Figure 49
Eyewash station without any water in it.
Figure 50
Eyewash station. Would you rinse your eyes with
this filthy water?
Figure 51
Good housekeeping in the rig workshops.
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Figure 52
The electrical control room (SCR room) is not a
storage space.
Figure 53
This is what the SCR and switchgear rooms
should look like.
Figure 54
Safety harness? What safety harness? I am a
supervisor - look at my very clean coverall - so I
don't need a harness!
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Figure 55
Rig evacuation equipment on a MODU must be
maintained to the highest standards. Make sure
that the lifeboat embarkation areas are well lit.
Figure 56
Life rafts must be sent in for inspection by the
local authorities at frequent intervals; in most
areas of the world this is yearly or every other
year.
Figure 57
Poor organisation of painting materials. Paint
must be stored in designated paint stores,
which should be protected with a fixed CO2 fire-
fighting system.
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Figure 58
Poor lifting practices. Special lifting frames must
be available for lifting the acetylene and oxygen
bottles.
Figure 59
If the expiry date of food or the content of the
bottle is unknown we should remove it from the
food store!
Figure 60
An example of an unsafe act, not witnessed on a
drilling rig, but noticed by one of our surveyors in
the hotel where he was staying. “If I do the
drilling, will you hold on to the bucket?”
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Figure 61
H2S, what is that? How can we train
people in safety if we ignore safety
ourselves? Who needs PPE?
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2 Pollution control
What is it?
Equipment present at the rig site to prevent pollution to the environment.
What does it do?

Prevents pollution to the environment.
How much power?

Not applicable.
Special features?
The means of maintaining pollution control, depending on location and
local legislation. The use of oil-based mud requires many extra pollution
control measures. Housekeeping levels around drilling rigs often leave
room for improvement.
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2.1 Pollution control checklist

 Verify the presence of a valid International Oil Pollution Prevention (IOPP) certificate
(applicable to MODUs only).
 Check the operation of the oil/water separator and the contents of the oil discharge (max.
10 to 40 ppm oil content depending on local legislation).
 Confirm that the rig has adopted a zero-discharge policy.

 Verify that the shale shaker dump valves are isolated when oil-based mud is used.
 Check if the mud pit dump valves can be isolated with padlocks and chains when oil-
based mud is used.
 Verify that there is an oil spill plan in place.
 Confirm that sufficient equipment is available to handle small oil spills.
 Verify that the sewage unit is operational, and ensure the raw sewage does not bypass
the sewage unit.
 Verify that a waste separation plan is available.
 Ensure that no CFCs are used in the refrigerating plants.
 Confirm that Halon is not used as a fire-fighting agent.
 Verify that there are adequate facilities to store waste oil.
 Ensure there is no direct-overboard dumping of sludge, bilge, dirty oil or bilge water from
the collecting tanks on MODUs.
 Ascertain that there is a cuttings-disposal or cuttings-washing system in place.
 Make sure the mousehole drains are connected to a mud collection tank.
 Verify that all the mud pump room drains are connected to a mud collection tank.
 Confirm that there is no asbestos material in the accommodation or work areas. If

asbestos has been used for ceiling and wall posts, notices must be displayed to warn the
crew not to drill holes in the walls without wearing the proper personal safety protection
equipment.
 Check the level of housekeeping and hydraulic-oil spillage around the rig.
 Check the garbage management plan (as per MARPOL).
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2.2 Pollution control: photos

Figure 62
Pollution control must be taken seriously,
even on land rigs where local legislation is
not always properly enforced.
Figure 63
Poor pollution control: chemicals are coming
into contact with the water and polluting the
soil. This is definitely what we call a waste
pit!
Figure 64
Poor housekeeping also has a serious effect
on pollution control. Engine oil leaking onto
the ground and penetrating the soil. One
litre of oil or fuel can contaminate one
million litres of fresh ground water.
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Figure 65
Poor housekeeping. There is oil-based
mud all over this rig site.
Figure 66
No drip pan underneath this leaking
engine.
Figure 67
There should be an alarm and automatic
shut-off device installed on the outlet of
the purifiers in case the purifier loses its
'seal' between the water and the oil.
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Figure 68
This drain in the mud pump room runs
straight into the ocean.
Figure 69
Inferior pollution control in the cellar of this
land rig.
Figure 70
This fuel tank overflow should have a
copper gauze fitted, as well as a save-all
to contain small fuel spills.
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384
Chapter 06
Marine equipment
1 Jacking system ........................................................................................................................ 386
1.1 Introduction.............................................................................................................................. 386
1.2 Pinion shaft, drive pinion and reduction gearbox .................................................................... 388
1.3 Jacking electric brake/motor and jacking control .................................................................... 389
1.4 Leg racks ................................................................................................................................. 389
1.5 Central control cabinet and console ........................................................................................ 389
1.6 Central control console ........................................................................................................... 389
1.7 Brake operation ....................................................................................................................... 390
1.8 Fixation system ....................................................................................................................... 390
2 Associated systems for jacking ............................................................................................... 391

2.1 Seawater system ..................................................................................................................... 391
2.2 Seawater system: Points to identify ........................................................................................ 391
2.3 Leg-jetting operation ............................................................................................................... 392
2.4 Jack-up operation .................................................................................................................... 393
2.5 Foundation failure while pre-driving ........................................................................................ 393
2.6 Jacking points to consider ....................................................................................................... 394
2.7 Jacking system checklist ......................................................................................................... 397
2.8 Hyperlinked images and drawings from the jacking system checklist presentation ............... 398
2.9 Practical explanation of the jacking system ............................................................................ 399
2.10 Corrosion protection ................................................................................................................ 402
3 Deep-well pumps .................................................................................................................... 404

3.1 Jetting ...................................................................................................................................... 406
3.2 Skidding................................................................................................................................... 407
3.3 Spud can inspections .............................................................................................................. 410
3.4 General jack-up marine equipment ......................................................................................... 411
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1 Jacking system
1.1 Introduction
What is it?
A large number of electrically-driven gears with gear boxes to control the
legs (three or four) of the jack-up system.
What does it do?

Lifts and lowers the entire rig in and out of the water on support legs.
How much power?

Depending on the rig’s size, the water depth of the heavy duty jack-ups:
jack-up rigs in the “gorilla” class can operate in up to 350 feet of water.
Special features?
AC driven; a great variety of gear boxes and leg construction styles.
Specially designed spud cans (the “feet” of the legs) to accommodate
different seabed formations.
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Figure 1
Jack-up rig in drilling mode.
Note: This chapter is too extensive to be fully discussed during the course. We have provided
additional information at the request of several candidates working on jack-ups in order to obtain
a better understanding of jack-up problems. We will discuss the photos and main principles
during the standard four-day RIW workshop.
The principle means of jacking up a rig are:

 rack and pinion drive
 hydraulic continuous recycling
The jacking system on the majority of drilling jack-ups is usually the rack-and-pinion type. This
system comprises a number of electrically-driven rack-and-pinion-type jacking assemblies. For
example, the rig may support six jacking units per chord per leg which are housed inside each of the
jackhouse structures.
Each of the jacking pinions is independently driven by an electric motor via a reduction gearbox
which engages with the leg tooth racks of each leg. An example of this is shown in Figure 2. This
illustration indicates two assemblies. Operationally, each of the three chords has three on each side
of the rack-and-pinion tooth rack (total of six per chord) with a further six on each of the chords.
The jacking system is designed to operate in tandem, capable of lifting or lowering the hull. The
jacking movement is guided by the upper and lower guides which form part of the jackhouse and hull
structure.
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Figure 2
Jackhouse showing the electric drive motors and gearbox assemblies on one chord.
System description
The jack-up system operates with a rack-and-pinion system containing tooth-type racks which are
engaged by several synchronised, slow-turning pinions. The pinions are driven through a system of
reduction gears by means of electric motors. These motors are provided with a fail-safe spring-
loaded brake system which engages automatically when the power is cut. The brake is only released
when the motor is operational.
When elevated, the hull can be supported by the brake system, but it is common practice to employ
a ratchet chock-type assembly to lock each rack-and-pinion chord to the structure, thereby reducing
the braking load.
Electrically-driven rack-and-pinion jacking assemblies comprise the following components:

 main pinion shaft and drive pinion and reduction gearbox
 electric brake motor
 leg gear rack
1.2 Pinion shaft, drive pinion and reduction gearbox

A typical reduction gearbox usually consists of a three-stage planetary gear train integrated with a
three-stage spur gear. The reduction gearbox is fully enclosed, splash-lubricated and cooled by
natural convection.
The gearboxes are fitted as right- or left-hand units, depending on their application on the leg rack
and jackhouse. The main drive pinion which engages with the leg racks is made of heat-treated
forged alloy steel. The pinion drive is coupled via splines into the reduction gearbox and supported
on bearings at both ends of the pinion.
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Figure 3
Jacking gearbox and motor.
1.3 Jacking electric brake/motor and jacking control

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

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

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

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

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

Drilling rigs are equipped with fixation systems. The purpose of these systems is to establish a rigid
connection between the platform hull and the platform legs. The fixation systems are used during
towing and dry transport and when the platform is elevated to its working height. The fixation
systems are capable of accepting the leg loading due to axial leg load and leg bending moment.
Important criteria required for an efficient locking device are:

 Positive leg restraint for both movement and moment transfer.
 Adjustability to engage the leg in any position at elevations which may vary from leg to leg and
chord to chord.
 The engaging mechanism should be capable of positioning the locking element in positive
engagement with the rack and holding it in position for a period of time during adverse conditions
without relying on outside power sources.
Figure 4 Figure 5
Fixation disengaged. Fixation engaged.
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2 Associated systems for jacking

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

 The condition of the port and starboard manifold seawater system strainers should be inspected.
 The buffer tank must be periodically checked for any indication of marine growth. An anti-marine
growth system, which kills infant sea life in the salt water supply with small electrical currents, is
highly recommended.
Figure 6
Seawater system.
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2.3 Leg-jetting operation

It is not always necessary to use the jetting system to free legs which do not immediately come clear
of the seabed, as a jack-up rig's reserve buoyancy, particularly when a low swell is present, may be
sufficiently effective. This reserve buoyancy can be used to attempt to free the legs before resorting
to jetting.
If the decision is taken to utilise the jetting system, the jack-up rig should be lowered until there is a
significant uplift on all the footings. The leg-jetting system is connected to the seawater system and
should be connected to all legs simultaneously.
If the jack-up rig has been on location for an extended period of time, mud may have blocked the
jets, making it necessary to clear them with a higher pressure than the seawater pumps can deliver.
A spud can freeing itself from the seabed is indicated by bubbles appearing on the surface. Jetting
must be stopped when the leg starts moving. In certain areas in the world different types of spud
cans are used, depending on the structure of the seabed soil.
Figure 7
Typical spud can geometry and skirting arrangement.
Figure 8
Typical spud can arrangement.
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2.4 Jack-up operation

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

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

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

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

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

 A difference in rack phase between adjacent chords causes the bracing members in that leg face
to become stressed.
 The RPV measurements contain valuable information on the direction of leg bending, and the
RPD calculation on the hardware screen on the jacking display should be capable of showing
this.
 During jacking operations, it is useful to monitor the direction of leg inclination, particularly if the
RPD is approaching a safe limiting value and corrective action is contemplated.
Figure 9
Manual measuring of the RPV.
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Figure 10
Measurement of RPD (and plane of leg bending).
2.6.3 Scouring
Scouring is defined as the removal of seabed soils by currents and waves. This can be caused by a
natural geological process or by structural components interrupting the natural flow above the
seafloor. Scouring is described as follows:
 overall scouring which would occur even if no jack-up were there
 global scouring representing general scouring caused by water flow through the base of the jack-
up
 local scouring representing the local cone of depression formed by increased local flow around
an obstruction (such as a pile or spud can)
2.6.4 Effects on foundations

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

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

A considerable number of rack and pinion jacking systems require that the motor torque on each
jacking motor be checked and equalised prior to using the system. At the same time it should be
ensured that each brake is in good condition and releases properly. This should be done after the
drilling package has been skidded in and the platform's variables have been moved or consolidated
in preparation for the move. Torque results should be logged in the move report.
If rack chocks, wedges or shims have to be removed, this can be done at the same time. Full
instructions will be found in the unit's operations manual and jacking system manual.
If a long delay, such as waiting on weather, occurs after this has been carried out, it will be
necessary to ensure that torques remain equalised. This can be done as described above, by
operating the jacking system at regular intervals.
Figure 11
Typical chord arrangement showing the jackhouse and guides and a National-style jacking system.
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2.7 Jacking system checklist

 Record the maximum and minimum operational water depths in which the rig can operate.
 Check the condition of the jacking motors.

 Are sufficient spare jacking motors available?
 Check whether there are any leaking seals on the jacking-gear housings.
 Examine the condition of the jacking-system sprockets.

 Inspect the condition of the shock pads of the legs.
 Record the type of legs used: K-type, inverted-K-type or X-type legs.
 Verify the condition of the leg bracings and cross members.
 Confirm the condition of the leg shock absorbers (remove them and install spacers
during a dry tow).
 Check the condition of the leg zinc anodes and ensure that the white zinc-oxide has been
removed.
 Inspect the condition of the spud cans and record the last inspection date.
 Is it possible to check the spud cans on location or is a dry dock needed?
 Check the dump valves and the seawater injection system of the spud cans.
 Examine the condition of the pre-load tank’s interior; look for corrosion levels and check
the condition of the zinc anodes.
 Inspect the condition of the pre-load tank dump valves and the smooth operation of the
dump valves.
 Verify the condition of the seawater system, check how many deep-well pumps are
present (three-stage or four-stage pumps), and record the total seawater capacity of the
combined pumps.
 Check the condition of the water tower for the deep-well pumps.
 Check the condition of the leg load-monitoring systems.
 Examine the condition of the inclination instrumentation and alarms.
 Inspect the condition of the electrical resistor banks that absorb electrical energy when
jacking down.
 Verify the condition of the skidding systems of the derrick.
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2.8 Hyperlinked images and drawings from the jacking system checklist
presentation
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2.9 Practical explanation of the jacking system

The jacking system is designed to operate in tandem to lift and lower the hull. The jacking movement
is guided by the upper and lower guides, which form part of the jackhouse and the hull.
Figure 12
Is the wear on the leg guides mounted in the jacking housing within acceptable limits?
Check the OEM recommendations.
Figure 13
The condition of the gears should be checked against OEM requirements prior to
jacking after a long period on location.
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Figure 14
The rig crew should check for wear on a frequent basis.
If the gears on one chord are worn more than the gears on other chords or legs, then the jacking
operation could easily become out of sync. Some motors could become overloaded; excessive
juddering and vibrations could result and damage the jacking-system equipment and legs.
Figure 15
Check the condition of the drive and drive gears.
There is always more wear on one side than on the other. We normally find more wear on the jack-
up side.
400
06 Marine Equipment
Figure 16
Gearboxes.
Gearboxes need to be kept in good condition. Bearings need to be well lubricated and oil samples
are to be taken on a monthly basis. The foundation support bolts must be checked for tightness. The
coupling bolts should be tight and all coupling guards must be installed and in good condition.
Figure 17
Working on jacking systems is never easy. Electricians and mechanics have to work in
difficult conditions. Some do it safely!
401
06 Marine Equipment
2.10 Corrosion protection

Figure 18
Remove the zinc oxide to ensure the anodes
continue to work.
Figure 19
Frequent replacement of the anodes on the
legs is a must.
Figure 20
Here the corrosion levels have reached a
critical level.
402
06 Marine Equipment
Figure 21
Corrosion levels above acceptable levels.
Figure 22 Figure 23
Fixation disengaged. Fixation engaged.
Important criteria for efficient locking include positive leg restraint for both movement and moment
transfer. The ability to engage the leg in any position at elevations which may vary from leg to leg
and chord to chord is very important too. The engaging mechanism should be capable of positioning
the locking element in positive engagement with the rack, and holding it in position for a period of
time during adverse conditions without relying on outside power sources.
403
06 Marine Equipment
3 Deep-well pumps
Figure 24
The deep-well pumps are lowered as soon as the jack-up has been raised out of the water.
There are three-stage and four-stage deep-well pumps. Most jack-ups have three or four deep-well
pumps installed. Some deep wells have dedicated water towers, others are flanged together.
It is important that the deep-well pump capacity is capable of supplying sufficient cooling water so
that the engines can be cooled even if the engines are working on maximum load for a prolonged
period. It is important to find out how many pump strokes the mud pumps are allowed to make while
pumping seawater, so that the deep-well pumps can keep up with the demand.
404
06 Marine Equipment
Figure 25
Water tower for deep-well pumps.
Figure 26
Deep-well pumps with electrical cable. Be aware
that deep-well pumps are vulnerable to electrical
short-circuiting.
405
06 Marine Equipment
3.1 Jetting
It is not always necessary to use the jetting system for legs which are stuck in the seabed and
proving difficult to free. Before resorting to the jetting system, it could be better to free the legs using
the rig’s reserve buoyancy, especially if there is a low swell that can be used to assist.
Figure 27
Jetting hose rated for high pressure.
If this fails to free the legs, you would need to resort to the jetting system. In that case the rig should
be lowered until there is a significant uplift on all the spud cans. The leg-jetting system is connected
to the seawater system and should be connected so that seawater is pumped simultaneously to all
legs.
Figure 28
The jetting manifold from the mud pump system.
If the rig has been on location for an extended period of time, the jets may be blocked with mud and
an increase in water pressure may be required to clear them. When the spud cans break free a
bubble is often released that is visible at the surface.
406
06 Marine Equipment
If required, mud pumps can be used to increase the water pressure; in the above photo, the hose
was rated at 1,275 psi or 85 bars. A relief valve is needed to prevent over-pressure on the system.
3.2 Skidding
Many rigs use a simple rack and pinion method with motors and gearboxes similar to the jacking
system, as depicted below.
Figure 29
The bracing bars should not be there, indicating that the brakes on some motors do not release and
are twisted off. Make sure the brakes are in order.
Figure 30
Jacking cylinders and their operation.
407
06 Marine Equipment
Figure 31
As with jacking systems, there are many different types of skidding systems. This one uses a fixed
jack and pins. The rules applied for hydraulic systems are the same as any other found on a rig.
Figure 32
Damaged beams can lead to overloading of the
skidding system.
Figure 33
Skidding beams carry heavy loads and are susceptible
to wear and tear. They need to be well greased during
operations.
408
06 Marine Equipment
Figure 34
Grating above the track allows grease to remain and
saves time when skidding is necessary.
Figure 35
Well-greased skidding track. The hold-down guides
need to be NDT-inspected for cracks.
Figure 36
Skidding-track hold-down guides need to be
inspected for cracks.
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06 Marine Equipment
3.3 Spud can inspections

Docking periods involve inspections of spud cans, P-tanks and the hull structure. Some rigs can
perform spud can inspections on location if the weather and sea conditions are calm.
Figure 37
Spud can is pumped empty for inspection.
Figure 38
Remotely-operated pre-load valve for the spud can.
Figure 39
Inspection of the interior of the spud can. Note the worn
zinc anodes. The white zinc oxide needs to be removed.
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06 Marine Equipment
3.4 General jack-up marine equipment

Figure 40
Pre-load tanks should be in good
condition. Extended spindles on seawater
valves must be fitted and easy to operate.
Figure 41
Hull and steel repairs are the biggest
expense during docking periods. Good
tank coating, anodes and regular
inspections will help keep these expenses
down.
Figure 42
Check that fire pumps in remote
unmanned areas are fitted with local and
remote start/stop devices and that the
valves are remotely and locally
controllable (MODU Code section 9.4.6).
Check that both pumps are installed in
separate compartments so a fire in one
area does not disable both pumps
(MODU Code section 9.4.3).
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06 Marine Equipment
Figure 43
Seawater valve inlets should be well maintained and
easy to operate. A blank flange section can be
installed to isolate the piping from the sea inlet.
Figure 44
Seawater inlets can become extremely dangerous
and burst, thereby flooding the tanks and putting the
rig in danger.
Figure 45
Check the layout of the bilge system for potentially
dangerous situations. Are all hull compartments fitted
with bilge wells? Test the pumps and/or the bilge
ejector for good working conditions.
412
Chapter 07
Well control equipment
1 Ram-type preventer ................................................................................................................ 414
1.1 Introduction.............................................................................................................................. 414
1.2 Operation of the rams ............................................................................................................. 416
1.3 Hydraulic operators ................................................................................................................. 416
1.4 Types of rams ......................................................................................................................... 418
1.5 Ram preventer checklist.......................................................................................................... 424
1.6 Hyperlinked images and drawings from the ram preventer checklist presentation ................ 425
1.7 Ram-type BOPs: photos and drawings ................................................................................... 430
2 Annular preventer .................................................................................................................... 443

2.1 Introduction.............................................................................................................................. 443
2.2 Principle of annular preventers ............................................................................................... 445
2.3 Stripping through a closed annular BOP ................................................................................. 446
2.4 Hydril annular BOPs ................................................................................................................ 447
2.5 Hydril GK annular preventers .................................................................................................. 447
2.6 Cameron annular BOPs .......................................................................................................... 450
2.7 Annular preventer checklist ..................................................................................................... 451
2.8 Hyperlinked images and drawings from the annular preventer checklist presentation .......... 452
2.9 Annular preventers: photos ..................................................................................................... 454
3 Gate valve ............................................................................................................................... 460

3.1 Introduction.............................................................................................................................. 460
3.2 Gate valve checklist ................................................................................................................ 461
3.3 Hyperlinked images and drawings from the gate valve checklist presentation ...................... 462
3.4 Gate valves: photos and drawings .......................................................................................... 463
4 Choke and kill manifold ........................................................................................................... 466

4.1 Introduction.............................................................................................................................. 466
4.2 Choke and kill manifold checklist ............................................................................................ 475
4.3 Hyperlinked images and drawings from the choke and kill manifold checklist presentation .. 477
4.4 Choke and kill manifold: photos and drawings........................................................................ 481
5 BOP HPU ................................................................................................................................ 494

5.1 Introduction.............................................................................................................................. 494
5.2 BOP HPU checklist ................................................................................................................. 508
5.3 Hyperlinked images and drawings from the HPU checklist presentation ............................... 509
5.4 BOP HPU: photos and drawings ............................................................................................. 512
413
Rig Inspection Workshop Course book 2.0
1 Ram-type preventer
1.1 Introduction
What is it?
Part of the well control equipment integrated into the BOP.
What does it do?

Seals the annulus of the well, seals around the drill pipe or performs a
Complete Shut Off (CSO) if no drill pipe is inside the hole.
Rams can hang off the drill string and shear the drill pipe.
How much power?
Rated from 5,000 to 15,000 psi working pressure. The most common size
is 13⅝” ID on surface BOPs. Some modern rigs are starting to use 18¾”
ID surface BOPs.
Special features?
Special locking systems for the rams; large bore bonnets or booster
cylinder to increase shear force.
414
Figure 1
The Cameron ram type U BOP is the most widely used ram preventer for surface BOPs.
Ram-type preventers close the annular space outside a string of pipe in the well by moving the rams
from a retracted position clear of the bore into a position where the ram blocks close around the pipe.
Rams operate in pairs and seal the space below and beside them in the cavity when they are closed.
Pipe rams have semi-circular openings that match the diameter of the pipe for which they are
designed.
Note: Pipe rams can only hold pressure from the bottom, not from the top!
It is absolutely vital that the pipe rams in a preventer fit the OD of the drill pipe, casing or tubing that
is in use. If more than one size of pipe is in use, ram-type preventers of different sizes are required in
the BOP stack in order to have all the sizes of rams available for immediate use.
When a tapered string is used, most operators install variable-bore rams (VBRs) or flexible packers
®
(Cameron FlexPacker ).
Figure 2
Cameron ram preventers for different applications.
415
1.2 Operation of the rams

Blocks of steel are pushed into the wellbore around the drill pipe by hydraulic cylinders. Elastomer
seals installed in the ram blocks are made of nitrile rubber; they form a seal between the ram blocks,
the drill pipe and the preventer body to isolate the annulus of the well. The principle behind this
method is that elastomers made of nitrile (rubber) cannot be compressed and will extrude into voids
when (mechanical) compression forces are applied. The internal pressures inside the rubber packers
and top seals exceed the working pressures of the rams.
Figure 3 Figure 4
Cameron 350 Packer lip-plated design Extrusion plates control rubber extrusion and apply
showing the upper and lower extrusion forces to the packing rubber to extrude it into any gaps in
plates. the cavities and around the drill pipes. Rams seal in
cavities, around pipes and against themselves (Cameron
rams).
1.3 Hydraulic operators

Hydraulic operators normally use 1,500 psi of operating pressure to close and open the preventers.
The operating chambers are rated to 3,000 psi. Cameron rams must be closed with a minimum of
1,500 psi to get a good seal around the drill pipe.
After the rams are fully closed and the 1,500-psi closing pressure is reached, the rams can be locked
by the manual locking devices located on the aft side of the bonnets. The rams are only locked
before shearing operations, when the drill pipe needs to be hung off. Shearing operations do not
happen often with surface BOPs.
Figure 5 Figure 6
Cameron shear blind ram in the OPEN position. Cameron shear blind ram in the CLOSE position.
416
Cameron bonnets have a very complicated system which allows the bonnets to be opened and
closed hydraulically.

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

Opening pressure will start to The ram piston and the bonnet The ram piston is in the OPEN
move the main piston as well move simultaneously. position and the bonnet is
as the ram-change piston; the closed; the opening pressure will
bonnet will close. press the bonnet tightly against
the ram body.
All ram preventers are wellbore assisted: wellbore pressure will support the closed ram blocks. The
rams do not seal at the bottom of the cavity. This allows wellbore pressure to get behind the ram
blocks providing significant support. As a result, wellbore pressure should always be bled off
completely after a pressure test, before the rams are opened.
A good practice is to first open the gate valves located in the choke and kill lines. The total
pressurised area of the bore of the rams is much larger, i.e. more than twenty times larger (for 13⅝-
inch ram BOPs) than the pressurised area of the gate valves (3-inch bore).
Opening the ram blocks even with 'low pressure' underneath them can create cracks on the piston
hubs and deform the aft side of the ram blocks.
Opening the rams with a wellbore pressure of 1,500 psi might blow the ram rubbers from the ram
blocks. Opening them with a wellbore pressure of 3,000 psi or higher might shear the ram shaft
attachment (hub) with the ram blocks.
Calculate the force on the ram blocks of a 13⅝-inch BOP when there is just 500 psi left, and see how
much force remains on the ram blocks. Next, calculate the force on the 13⅝-inch BOP when the
rams are pressure tested to 10,000 psi. If you check your calculator, you will realise how important it
is to STAY AWAY from the BOPs during pressure testing.
417
1.4 Types of rams

The following types of ram preventers are available:
Ram block types: Closing on:

Fixed pipe and casing ram Pipe of one specific size
Blind ram Open hole, no pipe in the hole
Shear blind ram Close, open hole or cut drill pipe
Shear ram (casing shear or super shear ram) Can only shear pipe - does not seal open hole
Variable-bore ram Seals on any pipe size within its range
Flexible-bore ram Seals on a range of pipe sizes (two to four
specific pipe sizes only)
Figure 13
Cameron Type U VBRs.
Figure 14
®
Cameron FlexPacker .
418
1.4.1 Variable-bore packers

Advantage:
1. The VBR will seal on any size of pipe within its range.
Disadvantages:
1. Limited hang-off capacity in lower range VBRs.
2. Expensive packers.
3. Special ram blocks are required.
4. Not suitable for use with high-temperature mud (except Hydril VBRs).
®
1.4.2 Cameron FlexPackers
Advantages:
®
1. Cameron FlexPackers will seal onto three or four pipe sizes.
®
2. Cameron FlexPackers fit into a standard set of fixed pipe ram blocks.
Disadvantages:
1. Limited hang-off capacity compared to fixed pipe rams.
®
2. The Cameron FlexPacker does not seal off any size of pipe within its range.
3. Expensive packers.
4. Not suitable for use with high-temperature mud.
1.4.3 Shear blind rams

Shear blind rams are designed to cut drill pipe and leave a seal after the pipe has been cut. Shear
rams can only shear drill pipe, not tool joints, heavy-weight drill pipe or drill collars. The blade seal
should seal the annulus after the pipe has been sheared.
The side packers are especially designed for LEFT and RIGHT positions, and should be installed
accordingly. The side packers will be clearly marked as to which side they are for.
However, on the new Cameron DS shear blind rams, the blade seals necessary to seal off the
annulus comprise two blades which CAN be installed incorrectly. The blades should slide in easily
when installed the right way up, but can be forced in with a sledgehammer (!) when they are the
wrong way up. The result of this will be that the DS shear blind rams will only hold pressure for two
or three tests!
419
Figure 15
Different types of Cameron shear blind rams.
To improve shear force, either large bore bonnets or booster cylinders can be installed.
Figure 16
Modern Cameron TL with different styles of locking systems and bonnets. On most surface BOPs
manual lock bonnets will be installed.
420
1.4.4 Shearing procedure

To successfully shear a drill pipe, hang off the drill string first. The reasons for doing so are as
follows:
1. To be absolutely sure where the tool joint is located.
2. To be absolutely sure that there is no movement of the drill string.
3. To ensure that the drill string does not drop into the well, so after re-entry we can circulate
“bottoms-up” using an overshot over the sheared pipe end.
4. To centralise the drill string.
5. To allow a pull of up to approximately 10,000 lbs on the drill string. This tension on the drill
string will considerably improve shearing capacity.
Note: The shear rams can only shear drill pipe, not tool joints, heavy-weight drill pipe or drill
collars! Frequently, it will be difficult enough to shear the newer and stronger drill pipes.
1.4.5 Procedure for hanging off/shearing pipe:

1. Inspect the space. Make sure the middle of the drill pipe is located in the hang-off rams. (Try to
avoid using VBRs for the hang-off rams.)
2. Close the rams with low pressure (300-500 psi maximum).
3. As soon as the rams are closed, lower the drill pipe until a small weight loss is noted. Check
your space again!
4. Increase the ram closing pressure to 1,500 psi minimum.
5. Lock the rams either manually or remotely (if the BOP is equipped with a remotely-operated
locking system).
6. Open up the bypass valve or use the high-pressure shear function - both systems will apply
3,000 psi to the bonnets of the shear blind rams.
7. Pull on the drill string with approximately 10,000 lbs.
8. Close the shear rams and keep your fingers crossed.
Note: There should be sufficient distance between the stick-up tool joint and the bottom of the
shear rams, so as to not try and cut the tool joint. On most rigs the LPR (lower pipe ram) will be
the hang-off ram.
Figure 17
Cameron DS shear blind rams.
Take note that you have to turn the ram blocks upside down prior to installing the blade seals, which
have Left and Right stamped on them.
421
Figure 18
Clearance ram block cavity.
Clearances between the top of the cavity and the ram blocks must be measured frequently, as too
much clearance can result in the loss of low-pressure sealing.
Figure 19
Schematic of a Shaffer ram-type BOP.
In this schematic of a Shaffer ram BOP it is obvious how the rubber is pushed forward if the rams are
closed. As the ram blocks do not seal at the bottom of the cavity, the wellbore pressure assists the
rams after they are closed, both in the upward position against the top of the cavity with the top-
seals, as well as from behind the ram blocks, pushing the ram blocks firmly against the drill pipe. The
forces also act on the bonnet seals, which must be of the same rating as the rams.
422
Figure 20
Shaffer NXT ram-type preventer.
Modern Shaffer BOPs of the NXT type are now commonly used as surface BOPs.
Figure 21
Hydril ram-type preventer.
The other major manufacturer of ram BOPs is Hydril. Hydril BOPs are predominantly used subsea.
423
1.5 Ram preventer checklist

 Record the date of the last five-yearly major service (API RP 53 section 17.10.3).
 Verify that the ram BOPs are suitable for H2S operations (NACE 01.75).
 Check the API certification package (API RP 53 section 17.13.2).
 Inspect the condition of the control hoses and verify that they are fire-resistant (API RP 53
section 12.5.2).
 Examine the NDT records for the piston hubs, ram blocks, shear ram blades and bonnet
bolts.
 Investigate whether the BOP is suitable/dressed for HT/HP applications.
 Record the cavity and ram block clearance measurements.
 Verify that the rig crew understands how best to store spare rubber parts and increase
their shelf lives (API RP 53 sections 6.4 and 6.5).
 Confirm that the correct variable-bore rams are fitted.
 Verify that the capacity of the shear blind ram is sufficient to shear the drill pipe in use.
 Verify that there is sufficient space between the hang-off pipe rams and the bottom of the
shear blind rams in relation to the tool joints in use.
 Verify that the condition of the elastomers is as new (API RP 53 section 19.5).
 Record the date of the latest test of the hydraulic circuits at 300 psi/20 bars and 3,000
psi/200 bars in order to check the integrity of the circuit seals (API RP 53 section 17.3.2.5).
 Check the condition of the (blind) flanges and their studs (API RP 53 section 17.11).
 Inspect the condition of the bore (key seating or deep scoring).
 Record the date of the last pressure test to full working pressure (API RP 53 section
17.3.2 and API RP 53 [1997] section 17.3.3 and API 510 section 6.5.1).
 Confirm the condition of all hydraulic torque tools (API RP 53 section 17.11.4).
 Check the ram configuration.
 Verify that the ram-locking system is operational and check the date of its last function
test (API RP 53 section 17.5.8).
 Were the ram BOPs ever tested with the locking system engaged and the closing
pressure bled off?
 Check the condition of the emergency seal of the bonnet piston rod. Are the tell-tale holes
fully open on the bonnet?
424
1.6 Hyperlinked images and drawings from the ram preventer checklist
presentation
Clearance ramcavity
Ram block blockclearance
cavity
Top seals
A
ram block
Side packer
B C
Clearances (Cameron BOPs):
Maximum A = 0.060"
Maximum B+C = 0.080"
Figure 22
Cameron ram cavity clearance measurements.
Figure 23
Measuring horizontal clearance after the top seals were removed.
425
Figure 24
Measuring vertical clearance after the top seals were removed.
fingers
Figure 25
Hang-off areas of fixed and variable-bore rams.
426
Figure 26
Torque values recommended by Cameron.
Figure 27
B-7 studs and 2H nuts; the correct grade for well control equipment is
vitally important!
427
Figure 28
Emergency secondary sealing system on piston.
Figure 29
NDT of the rams.
428
Figure 30
Cameron BOP open for inspection.
Figure 31
Cameron BOP under inspection.
Figure 32
Ram lock extensions.
429
1.7 Ram-type BOPs: photos and drawings

Figure 33
Cameron ram-type BOPs with bonnets open for
inspection. Ensure that the BOP stack is
secured and all the hydraulic lines are
disconnected before starting the actual
maintenance.
Figure 34
View through the ram cavity towards the
opposite ram cavity with the ram block still
installed. A visual inspection of the ram cavities
is recommended. Scoring at the top or side of
the cavity may cause problems with low-
pressure sealing at the bore.
Figure 35
Severely pitted BX gasket sealing area on the
bonnet flange.
430
Figure 36
Non-Cameron-authorised repairs.
After the bonnet bolt threads were
damaged, a sleeve was fitted. There
is no guarantee that this repair will
handle the bolt torque or wellbore
pressures. A new bonnet is the only
solution.
Figure 37
Typical damage found on ram blocks
when the rams are accidentally closed
on a tool joint instead of the drill pipe.
Next, the top of the cavity will be
scored, resulting in low-pressure
sealing problems.
Burr on hang off load area 5” pipe ram
Figure 38
Scouring at the top of the cavity
caused by damaged ram blocks (see
previous picture) can result in poor
sealing capacities at low pressures.
431
Figure 39
Scouring at the bottom of the cavities
is a “normal event” and does not affect
the sealing capacities of the rams,
unless it increases the ram block
cavity clearance too much.
Figure 40
The driller should be careful when
passing through the BOPs with drill
bits to prevent bit marks like these in
the ram cavities.
Figure 41
Manual ram-locking systems are to be
properly maintained. This ram lock is
corroded and bent; it is not possible to
lock the rams with these locks.
432
Figure 42
Note the heat marks around the
housing for the mechanical locking
screw. No heat or welding must be
applied to ram BOPs other than by the
OEM in specialised machine shops
followed by heat treatment.
Figure 43
Ensure that the studs on the flanges
are long enough to pass through the
nuts. Tremendous forces are working
on these flanges during pressure
testing or high-pressure kicks. The
BOP pressure rating is only
guaranteed when all the studs, nuts
and bolts are fully fitted and torqued.
Figure 44
Top seals 'nipped' on a Cameron ram-
type BOP, most likely because
someone installed the top seals with
grease underneath them. Cameron
Type U ram blocks require different
top seals for VBRs, pipe rams and
shear blind rams. Cameron Type T
ram blocks all have the same top
seals.
433
Figure 45
Cracked top seals: side and front
packers must be replaced. Sunlight
and ozone are the greatest threats to
the rubber.
Figure 46
Storing ram blocks with the rubber
seals exposed to sunlight will cause
rapid cracking and deterioration of the
rubber front packers and top seals.
Figure 47
Spare ram block seals should not be
stored and covered in petroleum-
based grease (Cameron information
sheet No. 96-002; Hydril EB 94-001).
434
Figure 48
Shaffer ram blocks with too little
protrusion for the top seals.
Figure 49
New Hydril VBRs with a hardened,
interchangeable drill pipe hang-off
ring.
Figure 50
Bonnet bolts showing excessive
corrosion during an NDT. The threads
are to be checked for stretch with a
thread gauge.
435
Figure 51
NDT of the ram piston hub. Cracks
were observed, most likely caused by
opening the rams with some bore
pressure still acting on the ram blocks.
Figure 52
More cracked hubs. Regular NDT
inspections should be performed and
drilling personnel must be advised of
the damage that can be caused if the
bore pressure is not completely
vented.
Figure 53
Ram piston shaft piston hub with a
large section completely sheared off.
436
Figure 54
Measuring the clearance between the ram block and
the top of the ram cavity after the ram rubbers have
been removed. We measure at three places: the left-
hand, middle and right-hand sides of the cavity.
Figure 55
An NDT inspector checking the drill pipe guides of the
ram blocks for cracks.
Figure 56
Checking the ram body for flatness.
437
Figure 57
Be careful when installing and removing the
ram blocks; do not damage the chrome layer
on the piston shaft and the ram change
pistons. Be aware of the risk of hand injuries.
Use wood to protect these sections and
always use approved lifting equipment.
Figure 58
Hydril shear blind ram upper blade prior to
use.
Figure 59
Shear blind ram lower blade. Failure after
attempting to shear a 6⅝-inch drill pipe that
was still in motion.
438
Figure 60
Bonnet bolts incorrectly tightened on this
BOP. The rig was in full operation, just
drilling away!
Figure 61
Testing of Cameron BOP hydraulic circuits
can be done with the bonnets in the OPEN
or CLOSE position. Ensure the bonnets
are opened and closed with low operating
pressure. Verify that the test pump
certification is up to date. Be aware that
the BOP stack can topple if the test stump
is not designed to support the BOP stack
with the bonnets open. Hydraulic power
must be isolated prior to an internal
inspection or PM being performed.
Figure 62
Testing the ram BOPs with a closed drill
pipe is a very dangerous practice. The
force on a 5-inch closed drill pipe when
testing a 10,000-psi BOP is almost
200,000 lbs.
439
Figure 63
Ensure that the test pipes for the rams
are heavy-walled and can cope with
excessive forces. This 3½-inch drill
pipe was clearly not strong enough.
Figure 64
The correct bolt torque should be
applied with the correct grease with a
known friction coefficient. Be aware of
the risk of hand injuries when using
these tools.
Figure 65
No regulator used with the impact gun.
Bolt torques will most likely be much
higher than needed, resulting in
stretched and weakened bolts. When
this flange receives pressure it is
possible that it could blow off.
440
Figure 66
No remotely/hydraulically-operated
gate valves were installed on this 10M
BOP. The outer valves should be
operated remotely as per API
recommendations for all rigs operating
with 5M or higher BOP systems.
Figure 67
Shaffer single-ram BOP completely
split open! Always stay well clear
when testing the BOPs!
Figure 68
BOP components stored in the snow
in sub-zero conditions.
441
Figure 69
This is what can happen if the well
'comes in' back to the rig. Anyone
have a shovel?
Figure 70
How do we abandon the rig now?
Figure 71
BOP in sub-zero operations. Steam-
heated, but escaping steam turns into
ice.
442
2 Annular preventer
2.1 Introduction
What is it?
Part of the well control equipment integrated into the BOP.
What does it do?

Seals the annulus of the well, seals around any pipe-casing or performs a
CSO (emergency only!) if no drill pipe is inside the hole.
Annular BOPs cannot hang off the drill string.
How much power?

is 13⅝” ID on surface BOPs. Some modern rigs are starting to use 18¾”
ID surface BOPs.
Special features?
Special packing elements for different types of mud or temperatures.
443
In the drilling industry, most rig crews call any annular preventer a 'Hydril'. However, just as not all
cars are Toyotas, we will always refer to this equipment as 'annular preventers'. There are three
major manufacturers:
 Shaffer: spherical annular preventers.
 Hydril: annular preventers, types GK, GL, GX and MSP.
 Cameron: annular preventers, types D and DL.

Cameron DL annular preventer. Hydril GK annular preventer. Shaffer spherical preventer.
Annular-type preventers employ a ring of reinforced synthetic rubber that functions as a packing unit
and surrounds the wellbore to create a seal-off. In the full-open position, the inner diameter of the
packing unit initially equals the diameter of the blowout preventer bore.
A system for squeezing or packing the ring permits the operator to reduce the diameter until it
engages the pipe, tool joint, drill collar, kelly or wire line that might be inside the preventer. Annular
preventers have the ability to create a pressure shut-off on any shape or diameter present in the
hole.
Ram preventers must be equipped with rams to fit the outside diameter of the drill pipe inside the
BOP. Annular preventers are closed by means of hydraulic pressure but cannot be locked
mechanically like ram preventers. In the event of a kick, it is necessary to rapidly shut in the well.
Since annular preventers can close around any size of pipe, tool joint, etc., they are normally the first
blowout preventers to be closed. After the well has been shut in and the exact location of the tool
joint has been determined, the correct pipe ram can be closed.
If required, the string will be moved slightly while the annular preventer remains closed in order to
close a ram on the pipe and not on the tool joint. Normally, pipe rams remain closed during the
remainder of well control operations.
No movement of the pipe is possible when the pipe rams are closed. It is possible to pull a drill pipe
tool joint through a closed annular preventer, which has reduced closing pressure, while maintaining
bore pressure control. It is not possible to pull a tool joint through a closed pipe ram.
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2.2 Principle of annular preventers

Basically, all annular preventers operate in the same way. The hydraulic closing pressure drives a
piston upwards, which forces the sealing element upwards and inwards to form a seal around the
pipe in the hole.

Annular preventer (Hydril Applying closing pressure: Completely closed: the
GL) in the open position. the piston is moving upward higher the piston can travel,
and the large rubber element the less rubber is left on the
is in motion. element.
The sealing element is largely composed of a thick elastomer ring reinforced with steel fingers to
supply the elastomer with sufficient strength when closing on the wellbore pressure. The steel fingers
also assist with relaxation to full bore and prevent excessive extrusion of the rubber element.
Figure 78
Hydril annular preventer element.
Both the inner vertical section and the other section are important for proper sealing operations. It is
normal to have small pieces of rubber missing from the tapered inner section; this does not affect the
sealing of the annular BOP.
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2.3 Stripping through a closed annular BOP

Stripping back to the bottom Tool joint inside the element. Tool joint past the closed
of the well, the tool joint is Note that the extra volume of element. The fluid volume of
now located just above the closing fluid has now shifted the stripping bottle has
closed annular BOP element. into the stripping bottle. The N2 regained normal levels and
bottle crimped due to the higher the fluid has shifted back to
pressure inside the accumulator the CLOSE chamber of the
bottle. annular BOP.
Every time a tool joint passes through the closed annular preventer element, a surge occurs as the
rubber element is compressed by the wider tool joint. The annular BOP regulator is normally located
at least 100 feet away from the BOPs. Consequently, the annular regulator response is too slow to
protect the element from excessive wear. To solve this problem most rigs (even land rigs) have
installed a surge or stripping bottle.
When we install a stripping bottle we have to ensure it is placed as close as possible to the annular
preventer. Every time a tool joint passes through the closed annular preventer, the stripping bottle
will compensate for the fluid increase to prevent too high pressure surges, which can cause rapid
wear of the annular elements.
To perform stripping operations with minimum wear we should use the following procedure:
1. Install a 10-US-gallon surge bottle as close as possible to the annular BOP.
2. Ensure the stripping bottle is pre-charged to approximately 400 psi.
3. Reduce the annular BOP closing pressure as low as possible until the element starts to leak
slightly, in order to lubricate and cool the element.
4. File off the tong marks from the tool joints.
5. Apply grease (not pipe dope as this will damage the element) to the tool joints.
6. Reduce the drill pipe lowering speed to approximately 1 foot per second or, even better, ensure
that annular closing pressure does not rise more than 100 psi when a tool joint is passing;
reduce the stripping speed if a higher annular preventer closing pressure increase is noted.
7. Do not rotate the string during stripping operations.
446
An annular preventer can also perform a CSO (complete shut-off). This is not a standard operation,
but can be used in an emergency. Older elements will normally suffer severely from this operation.
When a CSO is required, maximum closing pressure must be applied. This means 3,000 psi for the
Cameron annular BOPs and the Hydril GX annular BOP, and 1,500 psi for the Hydril GK annular
BOP and the Shaffer annular BOPs.
Figure 82
A Shaffer annular preventer performing a CSO.
During factory acceptance testing (FAT) after repairs, annular preventers require a CSO test to half
the rated working pressure according to the API standards. New and consequently softer annular
preventer elements do not suffer from this test.
2.4 Hydril annular BOPs
2.5 Hydril GK annular preventers
Figure 83
Hydril GK annular BOP in the OPEN position and closing on drill pipe.
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Figure 84
Hydril annular BOP closing on a square kelly and performing a CSO.
2.5.1 Differences between Hydril GK and GL annular preventers

Most surface BOPs are equipped with a Hydril GK annular which have a simple OPEN and CLOSE
circuit.
Figure 85 Figure 86
Cutaway view of Hydril GK preventer. Hydril GK control circuit with surge bottle.
Sometimes a Hydril GL annular element will have three circuits: OPEN, CLOSE and a SECONDARY
circuit. For surface BOPs the secondary chamber is connected to the OPEN side, the so-called
standard hook-up. Only for subsea applications is the secondary chamber connected to the CLOSE
side, the so-called optional hook-up.
Warning! Never leave a bull plug in the secondary chamber as this will completely destroy the
annular preventer!
448
Figure 87 Figure 88
Cutaway view of Hydril GL preventer. Hydril GL control circuit with surge bottles.
Differences between different rubber annular preventer elements

For different applications we can choose from three types of elements. In the figures below you will
find the Hydril colour code and temperature ranges for the three different types of elements. Note
that Shaffer uses different colour codes!

Natural rubber is compounded Nitrile rubber is used with oil- Neoprene rubber is used
for drilling with water-based based or oil additive drilling with oil-based drilling fluids
drilling fluids at operating fluids at operating at very low operating
temperatures between minus temperatures between minus temperatures between
30°F to plus 225°F (serial 20°F to 190°F (serial number minus 35°F and plus 170°F
number with suffix 'NR'). with suffix 'NBR'). (serial number with suffix
'CR').
Storage conditions for rubber goods on the rig:

1. Preferably in the dark away from any light source, such as sunlight or fluorescent lights.
2. Away from electrical equipment which can produce ozone, such as colour copiers, laser printers
and AC motors.
3. Away from large airflow streams produced by powerful ventilators.
4. In a relaxed and horizontal position without heavy items on top.
5. Away from aggressive solvents and chemicals; petroleum products should not be applied.
6. No contact with metals, PVC piping, impregnated wood (e.g. pallets) and other rubber
compounds.
7. Constant temperature of 8 to 20°C.
8. The hardness of the rubber should not increase more than 10 Shore from its original hardness.
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2.6 Cameron annular BOPs
Figure 92
Cameron BOP: a donut and an element are used. They must be changed out
as a set.
Cameron annular BOPs differ from the Hydril and Shaffer BOPs as follows:
Cameron Shaffer and Hydril

Not wellbore assisted. Both are somewhat wellbore assisted.
Minimum closing pressure of 1,500 to 3,000 psi Hydril GK closing pressures lie between 800
is allowed. and 1,500 psi. Shaffer closing pressures lie
between 1,200 and 1,500 psi.
Uses a donut and an element which need to be Only one element is used.
replaced as a set (requires the same rubber
hardness).
Uses less fluid and closes more quickly. Less Uses more fluid, closes slower.
accumulator capacity required. More accumulator capacity required.
No closing-pressure reduction required when The Shaffer annular preventer must reduce the
closing on a larger casing string. This has to do closing pressure on a large casing string to
with the different fingers of the Cameron prevent indents by the fingers of the element.
element which do not point out at 90 degrees The Hydril GX requires a reduction which
toward the centre of the annular preventer. depends on the size of casing. The Hydril GK
has a “fixed” reduction for all casing strings.
Figure 93
Shaffer annular element with fingers, which can cause damage
if closed on a large casing string without using a lower closing
pressure. The Shaffer rubber-element colour code for nitrile
rubber is blue and for natural rubber elements it is red.
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2.7 Annular preventer checklist

 Record the date of the last major overhaul (API RP 53 section 17.10.3).
 Verify that the annular preventer is suitable for H2S operations (NACE 01.75).
 Confirm that a spare element and a complete hydraulic seal kit are present on the rig site.
 Verify that the rig crew understands the correct method of storing the rubber seals and
rubber elements.
 Verify that all hydraulic seals are replaced every two years for Hydril and Cameron
annular preventers, and every three years for Shaffer annular BOPs (OEM requirement).
 Validate that the annular preventer control hoses are at least 1-inch ID (preferably 1½
inches).
 Verify that a stripping (surge) accumulator bottle (of 11 USG) has been installed (API RP
53 section 21.2).
 Check the stripping bottle pre-charge pressure (ca. 400 psi/27.6 bars).
 Verify that the annular preventer elements close within 30 seconds if the ID is smaller
than 18¾ inches or within 45 seconds if the ID is 18¾ inches or larger. Note: Elements
must relax to full bore within 30 minutes (API Spec 16D [2004] section 5.1.1).
 Check whether the annular preventer was drifted to check full relaxation after a pressure
test. The element should relax to full bore within 30 minutes.
 Verify that the rig crew understand that Cameron annular preventers require a 3,000-psi
(200-bar) operating pressure from the annular preventer regulator.
 Check for any damage to the bore surfaces.
 Verify that the stationary-seal weep holes are open.

 Inspect the condition of the fitted element. Record how long the element has been in use
and how many closures it has made. Was this registered?
 Check the NDT inspection records of the lifting eyes.
 Confirm that no unauthorised welding has been performed on any well control equipment
(API RP 53 section 17.11.7).
 If the rig is using a tapered drill string, the annular preventers need to be tested to the
smallest drill pipe OD in use. This must be verified.
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2.8 Hyperlinked images and drawings from the annular preventer

Figure 94
Stripping 5-inch drill pipe through the annular element.
Figure 95
Shaffer spherical blowout preventer.
452
Stripping bottle (accumulator) installation.
Figure 96
Annular element closed on a drill
pipe.
Figure 97
BOP with stripping bottle.
Figure 98
Inappropriate welding on an
annular cap.
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2.9 Annular preventers: photos

Figure 99
Severely corroded BX ring sealing area
on top of the annular preventer. The top
of the annular element is important
because in an emergency we might
have to install either another annular
BOP or a snubbing unit.
Figure 100
Damaged BX sealing area on top of the
annular preventer. If needed, this can
be repaired in situ by a third-party
engineer using a cold-welding method.
Figure 101
Damaged and cracked BX sealing area.
454
Figure 102
Annular element closing on an open
hole by means of a CSO (complete
shut-off). This practice is not
recommended except in emergency
situations as it can severely overstress
and damage the (older) element.
Figure 103
Annular element closing on the drill
pipe.
Figure 104
Shaffer annular preventer element not
relaxing to full bore within 30 minutes.
455
Figure 105
Hydril annular element showing no
abnormal wear; it can be reused.
Figure 106
Cameron annular element in dire need of
replacement after having endured a
prolonged stripping operation.
Figure 107
Cameron element not relaxing to full bore.
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Figure 108
Shaffer annular preventer element not
relaxing to full bore. What was the shelf
life of this element? A new element needs
to be installed.
Figure 109
Element worn far beyond an acceptable
level. It is no longer able to provide
protection to the bore.
Figure 110
Bottom section of the element is missing,
most likely due to relaxing problems. This
element was damaged after retrieving the
test tool and completing the testing of the
BOPs.
457
Figure 111
Bottom of a Shaffer element tested to
the point of destruction. API
recommends testing the annular
element periodically only to 70% of
working pressure. Only during an
acceptance test do we test the
annular BOP to its full working
pressure.
Figure 112
Cameron element and donut, which
need to be changed as one set. Even
when the donut does not show any
obvious damage it still needs be
replaced to ensure that the element
and donut have the same rubber
hardness in order to prevent
relaxation problems.
Figure 113
When testing the hydraulic circuits of
this annular preventer, significant
leaks were observed from the close to
the open side. The circuits of Hydril
GK and Shaffer preventers are tested
to 1,500 psi; the circuits of the
Cameron annular BOPs need to be
tested to 3,000 psi.
458
Figure 114
Improper storage of the annular
preventer element. It is not protected
from sunlight or fluorescent light, and
the element is becoming egg-shaped
because of the weight pressing on it.
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3 Gate valve
3.1 Introduction
What is it?
Part of well control equipment integrated into the choke and kill lines of the
BOPs.
What does it do?

Seals off the choke and kill valve outlets on the BOPs.
On each outlet there is normally one remotely-operated gate valve and
one manually-operated gate valve.
How much power?

is 3⅛” ID on surface BOPs.
Special features?
Remotely- or manually-operated gate valves. Some rigs also use check
valves in the kill line.
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3.2 Gate valve checklist

 Record the date of the last five-yearly major service (API RP 53 section 17.10.3).
 Verify that the five-yearly service includes the hydraulically-operated actuators of the gate
valves.
 Check that hydraulically-operated gate valves are installed on the outside of the BOP.
Manually-operated gate valves should be installed on the inside of the BOP.
 Manually-operated gate valves should be in the normally open position and hydraulically-
operated gate valves should be in the normally closed position.
 Verify that the crew uses only OEM-recommended grease for the gate valve bodies.
 Gate valves should be greased every week or every ten cycles.
 Verify that gate valve handles are colour coded and that all valve handles are present.
 Hydraulically-operated gate valves require valve handles to allow mechanical override for
closing the gate valves manually.
 Verify that there are sufficient spare gate valves, of the sizes in use, available at the rig
site.
 Confirm that the gate valves are trimmed for H2S. All gate valves should have a DD-rating
or higher.
 If fitted, check the internal condition of all check valves (non-return valves) in the kill line.
 Verify that the choke line internal diameter is at least 3 inches.

 Make sure all gate valve grease nipples have protective caps installed.
 Verify that the gate valves on the BOP have the same pressure and temperature rating as
the ram BOPs.
 Ensure that the grease in use is applicable for the expected operational temperature and
the BOP fluids in use.
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3.3 Hyperlinked images and drawings from the gate valve checklist
presentation
Figure 115
Gate valve.
Figure 116
Gate and check valve arrangement.
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3.4 Gate valves: photos and drawings

Figure 117
Choke outlet.
A hydraulically-operated gate valve is a

balanced valve: both hand wheels of the
manually- and hydraulically-operated gate
valves are missing. The hydraulically-
operated gate valve is installed on the
outside and the manually-operated gate
valve on the inside of the outlet, which is
as per API standards. Do you spot another
very unsafe practice here?
Figure 118
Unauthorised welding of the direction
arrow.
This check valve housing must be

replaced immediately. API permits
replacing the check valve for a more
reliable gate valve.
Figure 119
BX seal ring area.
All the studs are severely corroded.
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Figure 120
Gate valve stripped for inspection.
Both the gate and the body bushings need

to be replaced.
Figure 121
Gate.
The gate is corroded. It needs to be

replaced.
Figure 122
Check valve in very poor condition.
The valve is stuck and the spring assembly

is missing. API allows the rig owner to
replace the non-return valves with a gate
valve, which is much more reliable and
resistant to aggressive mud or brines than
check valves.
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Figure 123
Hydraulic gate valve actuator with 1-inch
control hoses in very poor condition. The
fire-resistant layer will not be adequately
protected by the damaged stainless-steel
harness.
Figure 124
Unbalanced and balanced valve.
Here we show the difference between an unbalanced gate valve (left-hand picture) and a balanced
valve (right-hand picture). The balanced gate valve has a balanced stem which is installed at the
bottom of the gate to equalise the in-line pressure. The balanced gate valve will close much more
easily when there is pressure inside the lines. Consequently, hand wheels installed on balanced gate
valves are often much smaller than those installed on unbalanced gate valves.
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4 Choke and kill manifold

4.1 Introduction
What is it?
A collection of pipes and valves forming part of the BOP system. Some land rigs
have a simple choke manifold. Modern rigs and MODUs use a selection of gate
valves integrated into a choke and kill manifold. Both types are accompanied by a
mud/gas separator and vent lines.
What does it do?

Restricts or stops pressure/flow. Upstream of the chokes, the manifold is connected
to the BOPs. Downstream of the chokes, vent lines are routed to the mud/gas
separator and the flare pit on land rigs or routed overboard on MODUs.
How much power?

The 3⅛” gate valves and piping upstream of the chokes can be rated from 5,000 to
15,000 psi. Downstream of the chokes the valves and piping are frequently rated for
a lower pressure.
Special features?
All gate valves upstream of the chokes must have the same pressure and
temperature rating as the ram BOPs; downstream of the chokes the valves and
piping must be resistant to low temperatures.
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Figure 125
Modern choke and kill manifold made by Cameron.
Looking at the drawing above, we can make a few remarks. Two manual chokes and two remote
chokes are installed. The buffer tank is divided into two sections. The high-pressure vent line is not
present.
The choke and kill manifold on MODUs, or the choke manifold on land rigs, is installed to circulate
the kick or influx out while maintaining a constant pressure on the casing. If the chokes are opened
too far, the pressure in the casing will drop and this will increase the influx of the kick. If the chokes
are not opened far enough, the pressure of the casing might rise too high, and the formation at the
casing shoe might fracture. This might cause an external blowout outside the casing.
An external blowout on land rigs means RUN to safety!

An external blowout on MODUs means SWIM to safety!
There are three different types of chokes:

1. Remote choke, which is operated from the remote choke panel in the driller’s doghouse. Some
people call these chokes 'auto-chokes', as in the past they could be used as an automatic
function.
2. Manual choke, which is only used if the remote chokes are not operational or if certain lines are
plugged. The manual choke can only be operated at the choke manifold itself.
3. Positive choke, which is a non-adjustable fixed choke where only orifices with a different flow
capacity (also known as 'Beans') can be changed.
Note: None of the chokes are required to seal the pressure 100%, but they must hold a
backpressure on the casing while passing fluid. None of these chokes need to be pressure-tested
for 100% sealing during routine tests. Both OEM and API standards specifically state not to seal
test the chokes.
467

Cameron remote choke. The Cameron remote choke is operated
hydraulically.
The choke position indication is pneumatically-

controlled. The tip is made of solid tungsten
carbide, which is very hard steel, although we
sometimes find the tips have cracked.

Cameron manual choke. Cameron manual choke (cut-away).
The tip of the choke is not solid; a tungsten

carbide cover is soldered onto the tip. Sometimes
this cover comes loose.
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Figure 130
Positive choke shown with an orifice.
The orifices are called 'Beans' after their inventor, John Bean. These positive-displacement chokes
are unable to hold pressure.
Figure 131
Cameron FLS valve (complete assembly).
There are different pressure ratings for these valves. Valves of up to 10,000-psi working pressure
(10M) will have grease nipples, with NPT threaded fittings connected to the valve body. This means
that there might be contact between the NPT threads and the (aggressive) drilling fluids. The grease
nipples of valves above 10M have so-called 'autoclave' type grease fittings, where the fitting seals on
a seat instead of the threads. There will be no contact between the mud and the threads.
469
Regardless of the type of grease nipple, it is very good practice to cycle the valves before removing
the grease caps in order to remove any trapped pressure from the body. Next, we have to train rig
personnel not to stand in front of the grease fittings when they remove these caps.

NPT threaded grease nipple (10M). Autoclave nipple (15M).
Grease nipples can also be used to vent pressure from the body using pins to lift the balls of the
check valves. The valves upstream of the chokes (seen from the BOP up to the chokes) must have
the same pressure rating as the ram BOPs (API Spec 16C). For the valves downstream of the
chokes (seen from the chokes venting to the mud/gas separator or to the overboard/flare pit), there
is no pressure rating but a temperature rating.
Due to possible excessive expansion of gas from the kick straight after the chokes, a severe
temperature drop is very likely since expansion requires a lot of heat. So, the valves downstream of
the chokes have a special temperature rating and an API Spec 6A temperature code.
Temperature tables for valves as per API Spec 6A
Temperature Operating range (degrees

classification Fahrenheit)
K -75 to 180
L -50 to 180
P -20 to 180
S 0 to 150
T 0 to 180
U 0 to 250
V 35 to 250
X 0 to 350
Y 0 to 650
X and Y: See API Spec 6A Appendix G
Note: A combination of these classifications is also possible. For instance a P+U rated gate valve
can handle from -20 up to 250 degrees Fahrenheit.
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4.1.1 Standard valve trim materials
Partial pressure
API material class Service application
(psi)
CO2 H2S
AA - General General service. Non-corrosive oil and gas <7 <.05
applications, such as manifolds and Christmas trees.
BB - General General service oil and gas applications, where 7 to 30 <.05
(Low CO2) resistance to weight loss corrosion is required due to
the CO2 conditions.
CC - General General service oil and gas applications, when >30 <0.05
(High CO2) resistance to weight loss corrosion is required due to
the CO2 conditions.
DD - Sour service General service sour oil and gas application, where <7 >.05
resistance to sulphide stress cracking is required due
to the H2S conditions.
EE - Sour service Extreme sour oil and gas applications, where 7 to 30 >.05
(Low CO2) resistance to sulphide stress cracking and weight loss
corrosion is required due to H2S and CO2 conditions.
FF - Sour service Extreme sour oil and gas applications, where >30 >.05
(Medium CO2) resistance to sulphide stress cracking and weight loss
corrosion is required due to H2S and CO2 conditions.
HH - Sour service Most extreme service applications, when high >30 >.05
(High CO2) concentrations of H2S, CO2 and chlorides are
present.
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4.1.2 Material classification

We can use this chart to determine the actual material based on the materials classification.
API Spec 6A
material Body and bonnet Stem material Gate material/ Seat material
classification material coating coating coating
AA - General service Low alloy steel AISI 41XX AISI 41XX AISI 41XX
Non-corrosive Nitrided Nitrided Nitrided
BB - General service Low alloy steel AISI 410 SST AISI 410 SST Stellite TM 3
Slightly corrosive Nitrided Chrome-plated
CC - General service AISI 410 AISI 410 SST AISI 410 STT Stellite TM 3
Highly corrosive Stainless steel Nitrided Chrome-plated
DD - Sour service Low alloy steel AISI 41XX AISI 41XX Stellite TM 3
Non-corrosive Nickel-plated Hard-faced
EE - Sour service Low alloy steel AISI 410 SST AISI 410 SST Stellite TM 3
Slightly corrosive Nitrided Hard-faced
FF - Sour service AISI 410 AISI 410 SST AISI 410 SST Stellite TM 3
Moderately corrosive Stainless steel Nitrided Hard-faced
HH - Sour service Low alloy Cad Alloy 718 Alloy 718 Stellite TM 3
Highly corrosive w/alloy 625 or Hard-faced
solid alloy 718
Grease specifications for Cameron valves
Service Part number

Service Temperatures (25 lb tins)
Standard -20 to 250°F 700668
Low temperature -20 to 250°F 700672
Low temperature -75 to 350°F 711027-02
Diesel-resistant -20 to 350°F 713837-02
High temperature -20 to 500°F 710194-02
Source: Cameron EB 693G
Conclusion
The above tables provide us with the gate valve codes relevant to the valves’ purpose or
temperature rating. For all MODUs (and land rigs operating in an H2S zone), the valve code should
be DD or higher. Even on existing rigs, if the well conditions change or the rig is upgraded to high-
temperature operations, we have to consider whether we should order special grease that is fit for
purpose.
The piping of the choke and kill manifold must not have any sharp bends or elbows. Due to the
increasing speed of the mud in sharp elbows, gas bubbles are compressed until they implode. The
kinetic energy from the inside of the bubbles will attack the wall of the pipe, which we call (cavitation)
erosion. The standard 90-degree elbow for piping is only 1.5 times the pipe’s diameter, which is not
allowed for choke or kill lines.
472
Note: API recognised this problem, and in their standards the minimum radius of 90-degree
elbows in the piping of the choke and kill lines must be at least 10 times the nominal diameter of
the pipe in use, both upstream and downstream of the chokes.
As the ‘10 times the nominal diameter’ requirement is not very practical, target blocks are often
installed. At the blind flanges of these targets lead plugs are installed, whose purpose it is to absorb
the kinetic energy of the gas bubbles, thus preventing erosion of the walls of the piping.
Figure 134
Sharps bends in the piping can suffer from
excessive cavitation erosion.
Figure 135
Lead plug for inspection; the lead absorbs the kinetic
energy from the imploding gas bubbles.
The impact of the implosions in the lead is clearly visible. The lead is doing what it is designed for!
Sometimes there are small air pockets behind the lead plugs. During pressure testing through very
small channels, a pressure build-up behind the lead plugs is possible. Next, the pressure is rapidly
vented and the trapped pressure pushes the lead plugs out. The solution to this problem is not to
remove the lead plugs and thus lose their absorption capacity, but to drill a few ¼ inch holes in the
lead to vent any trapped pressure.
473
Figure 136
Lead plugs may be pushed out due to trapped pressure.
Drill two or three ¼-inch pressure-equalising holes in the lead plug (not in the flange) to prevent the
lead plugs from 'travelling' through the system. Sometimes fluid target blocks are installed which
have a large recess in the specially designed flanges. The recess must have at least the same depth
as the ID of the piping. Some rig owners remove the lead plugs from the standard target blocks and
call their target blocks fluid targets. We have to make sure the recess on the flanges is deep enough.
Removing the lead from a standard target flange will not automatically make it a fluid target.
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4.2 Choke and kill manifold checklist
Note: Land rigs normally have only a choke manifold and MODUs often have a choke and kill
manifold. For this course we will use the term “choke and kill manifold” for both instances.
 Record the date of the last service performed on the gate valves and chokes (API RP 53
section 17.10.3).
 Verify that the pressure and temperature rating of the valves and piping upstream of the
chokes is the same as that for the ram preventers (API RP 53 section 8.2).
 Check that no NPT threaded connections larger than two inches are installed if the
maximum working pressure is 3,000 psi/200 bars or higher (API RP 53 sections 8.2.b and
10.2.1b).
 Be aware that for choke and kill systems with a working pressure above 10M, no NPT
threaded fittings of any size are allowed.
 Ensure that there is an unrestricted high-pressure vent line installed in the choke and kill
manifold and that it is routed to the flare pit on land rigs or directly overboard on MODUs
(API RP 53 section 8.2).
 Inspect the latest wall thickness measurement records. Verify that the observed wall
thickness is at least 87.5% of the original wall thickness (API RP 574).
 Examine the records of the latest visual internal inspections of the chokes and their
components (API RP 53 section 8.4).
 Check the certification for flexible hoses and verify that borescopic inspections have
been carried out as recommended by the OEM.
 Verify that target blocks are installed or that the 90-degree elbow bend radius R is more
than 10 times the nominal diameter of the piping (API RP 53 section 8.3.1).
 Verify that the buffer tank is separated into two sections (API RP 53 section 8.2) in order
to continue operations in the event of a blockage or leak.
 Check the most recent pressure test records of the choke and kill manifold.
 Verify that the remote choke control unit is located on the drill floor close to the driller’s
doghouse.
 Verify that all gate valve bodies are numbered and gate valve handles are colour-coded
on the choke and kill manifold. Normally-closed valves in drilling mode have black colour-
coded handles and normally-open gate valves in drilling mode have white or yellow
colour-coded handles.
 Confirm that the remotely-operated choke takes circa 25 seconds (LRED’s minimum) or
30 seconds (API’s maximum) to cycle from open to fully closed or vice versa.
 Check that only heavy-duty pressure gauges with flanged connections are fitted to the
manifold in view of the manual choke actuator(s).
 Check that the rig has an emergency air receiver or a N2 bottle circuit with regulators
which can be connected to the remote choke panel (API RP 53 section 8.2.k).
 Inspect the calibration period for the pressure gauges in use, calibrated within 1% of the
gauge’s pressure range (API RP 53 section 12.5.3.g).
475
 Check that the remote choke control panel has a range of low-pressure gauges to monitor
low-pressure kicks better.
 Confirm that pressure-equalising holes are drilled in all the lead target plugs, if fitted.
 If installed, inspect the internal condition of the check valves (API RP 53 section 8.4).
 Verify that temperature sensors are installed for high-temperature (HT) applications on
the BOP choke outlet and upstream of the chokes on the choke and kill manifold to
measure high temperatures; also check sensors are installed on the buffer tank and the
mud/gas separator to measure low temperatures.
 Verify that there is a glycol mono-ethylene injection unit present for HP/HT wells with
sufficient spare antifreeze in the vicinity of the injection unit itself.
 Ensure the antifreeze injection points are installed upstream of the chokes in the choke
and kill manifold.
 Verify that there is sufficient spare antifreeze.
 Verify that the crew is aware of the danger of switching FMC Chiksan couplings 602 and
1502.
476
4.3 Hyperlinked images and drawings from the choke and kill manifold
Figure 137
Schematic of a choke and kill manifold.
Figure 138
Installation of a low-pressure gauge manifold to monitor low-pressure kicks better.
477
Figure 139
Typical choke and kill manifold arrangement on a MODU.
478
Figure 140
Internal borescope shot of Coflexip hose
liner showing severe damage.
Figure 141
Modern arrangement of a choke and kill
manifold.
Figure 142
Cameron remotely-operated choke valve.
479
Figure 143
Typical land rig choke control panel.
Figure 144
Lead target removed for inspection.
Figure 145
Glycol injection unit.
To prevent the formation of ice due to extreme gas expansion, glycol is injected upstream of the
chokes.
480
4.4 Choke and kill manifold: photos and drawings

Figure 146
Choke manifold with a single buffer tank,
which is not in compliance with API RP 53
standards. We must be able to isolate a
blockage or leak and continue operations.
Figure 147
The radius of the bends in the piping of the
choke manifold should be at least 10 times
the nominal diameter of the piping to
prevent erosion. This radius is only 1.5
times the diameter of the pipe and is
therefore not allowed here, even if a
heavy-wall 90-degree elbow is installed.
Figure 148
New choke manifold for a land rig under
construction; unfortunately, only a single
buffer tank has been installed.
481
Figure 149
Choke valve components showing severe
scoring on the seal rings. The sharp
corners of the slot of the valve body have
proved to be very vulnerable to H2S. These
valves were declared obsolete in the mid-
1980s, but they are still present on some
rigs.
Figure 150
The valve gates must be spotless, as they
seal steel-to-steel with high pressures. The
black arrows indicate where previous small
leaks made impressions on the gates.
Figure 151
Checking the stroke adjustment of the
gate. The slots of the gates must be
precisely lined up with the piping ID,
otherwise very rapid washout will result.
482
Figure 152
Weekly greasing is necessary. Ensure that
the valves are cycled first to remove any
trapped pressure in the body. Only OEM-
recommended grease must be used. Do
not operate the valves when the grease is
pumped inside the valve. Most valves need
to be greased in the fully open position,
with the exception of T3 gate valves.
Figure 153
Check valves require very frequent
maintenance, as they are not reliable with
abrasive mud and chemicals. Due to this
very low reliability, the installation of a
standard gate valve could be considered.
Figure 154
During our surveys it is not unusual to find
poor internal parts of the kill line check
valves.
483
Figure 155
The NPT threaded grease nipple is rated
to maximum 10M. This NPR threaded
fitting seals on the tapered thread, which
needs sealant or tape to seal. The fitting
needs to be made up rather tight to seal.
There is direct contact between the mud/
brine and the NPT threads.
Figure 156
Autoclave-type fitting for all systems
above 10,000 psi maximum working
pressure. This type of fitting seals on the
seat. The threads do not require any
sealant or tape. This fitting must not be
over-tightened. There is no direct contact
between the mud/brine and the threads.
Figure 157
Refrain from using NPT threaded fittings
over two inches and over 3,000-psi
working pressures.
Figure 158
Three-inch NPT threaded bull plug.
A recipe for a serious accident.
484
Figure 159
Too short-radius 90-degree elbows and
severely corroded studs on the flanges
have made this section a severe safety
hazard.
Figure 160
Lead or fluid target flanges installed to
reduce the bend radius.
Figure 161
Blind flange with lead plug.
Equalising holes should be drilled in the

plug.
485
Figure 162
Lead plug has been removed.
This is only a fluid target if the recess depth

is equal to or longer than the pipe ID.
Figure 163
The pipes are painted red on the outside.
Figure 164
A sharp bend and severe corrosion creating
a very unsafe situation on this kill line. When
was the last wall thickness measurement
performed?
486
Figure 165
Incorrect welding practices.
Welding over NPT threaded connections makes

things downright dangerous. We must scrap this
arrangement.
Figure 166
Remote choke with a crack in the tip.
This crack was not clearly visible when the tip of

the choke was still in the open position.
Figure 167
After fully opening up this remote choke, the
cracked pin fell into three pieces!
487
Figure 168
Replaceable parts for the choke valve.
A tungsten carbide tip is soldered onto the valve; it

sometimes comes loose and starts travelling through the
system. Special Cameron instructions are required to
reconnect this tip.
Figure 169
Swaco remote choke panel.
Despite the presence of the hand pump this panel still

needs emergency air to maintain its choke position
indication.
Figure 170
Fully digital panel.
There are API standards for the size and brightness of

these digital displays.
488
Figure 171
Diagram of air backup system using a
dedicated APV.
Figure 172
Diagram of nitrogen backup system.
The two bottles of nitrogen in this picture

may not be necessary; one bottle would
usually suffice.
Figure 173
There will be a long list of deficiencies with
this choke manifold.
489
Figure 174
Gauges larger than two inches must be flanged.
There should be no direct contact between the

threads of the pressure gauge and the fluid.
Figure 175
A common shackle pin welded in a 15M union to
act as a blind plug.
This is a foolish thing to do. This crew has really

underestimated the dangers of high pressures!
Figure 176
Home-made crossover welding the NPT threads.
It is extremely dangerous to fabricate home-made

equipment for high-pressure equipment.
490
Figure 177
Cut-away view of the home-made/home-
welded crossover.
Figure 178
FMC couplings are easily mixed.
Be aware of potentially fatal combinations.
Figure 179
Type 602 and 1502 couplings rated at 6M
or 15M.
Figure 180
Clear evidence of a mismatch.
These mismatches are known to have

caused fatalities.
491
Figure 181
More mismatches.
Easy to see from the inside but not from

the outside, so be aware of the danger!
Figure 182
Rilsan and Coflon.
Coflexip hose's external construction with

two internal linings: Rilsan and Coflon.
Rilsan is a standard-temperature hose for
temperatures up to 100°C. Coflon is a
high-temperature hose for temperatures
to 130°C. Coflon is much more resistant
to heavy brines and acids, which will
damage the Rilsan hose even at low
temperatures.
Figure 183
Coflexip hose internal construction.
Note that the fire-resistant layer is optional and

needs to be specified when ordering a new hose.
492
Figure 184
Minimum bend radius (MBR) for the
Coflexip hose.
Rule of thumb: the MBR is approximately

12 times the OD of the Coflexip hose.
Figure 185
Testing of Coflexip hoses.
Coflexip hoses need to be sent back to the

OEM every year to test that the MBR is
still correct, and to undergo a borescopic
inspection to check the condition of the
internal lining. API recommends following
the OEM instructions.
493
5 BOP HPU
5.1 Introduction
What is it?
BOP HPU (Hydraulic Power Unit) - a set of accumulator bottles and
hydraulic pumps.
What does it do?

Stores hydraulic power in the accumulator bottles and provides pump
capacity to keep the accumulator system under pressure. The HPU
provides control valves to select different functions of the BOP equipment.
How much power?

The operating pressure of the BOP HPU is usually 3,000 psi; modern HPU
systems operate with 5,000 psi for the shear ram circuits.
Special features?
The number of electronically- and pneumatically-driven hydraulic pumps
and accumulators depends on the size and pressure rating of the ram and
annular BOPs.
494
Figure 186
Modern hydraulic power unit for a surface BOP.
1 Rig air supply connection

2 Oil mister air supply air pumps
3 Bypass valve pump governor
4 Pump governor air pumps
5 Isolation valve air pumps
6 Air pump drive
7 Suction valve air pumps
8 Section strainer air pumps
9 Check valve air pump discharge
10 Triplex pump (electrically-driven)
11 Electro-hydraulic switch triplex pump
12 Start-stop station triplex pump
13 Suction valve triplex pump
14 Suction strainer triplex pump
15 Check valve triplex pump discharge
495
16 Isolation valve accumulator bottles

17 Accumulator bottles
18 Relief valve accumulator circuit
19 Strainers (to protect the regulators)
20 Manifold regulator - manually operated
21 Check valve exhaust manifold circuit
22 Control valves
23 Bypass valve
24 Regulator for shear ram supply
25 Dump valve vent accumulator circuit
26 Three-way valve air annular regulator
27 Remotely-operated annular BOP regulator
28 Accumulator pressure gauge
29 Manifold pressure gauge
30 Annular BOP pressure gauge
31 Pressure sensor accumulator pressure
32 Pressure sensor manifold pressure
33 Pressure sensor annular BOP pressure
34 Oil mister air supply air regulators
35 Air regulator annular regulator
36 Air regulator annular pressure sensor
37 Air regulator accumulator pressure sensor
38 Air regulator manifold pressure sensor
39 Air junction box
40 Sight-glass
41 Tank inspection cover
41 Manipulator valve
43 Check valve
44 Relief valve
45 Connection for the supply auxiliary circuit
46 Vent line
The BOP HPU consists of three hydraulic circuits:

1. Accumulator circuit
2. Manifold circuit
3. Annular BOP circuit
The accumulator circuit pressure is 3,000 psi for most rigs. This circuit feeds both the manifold and
the annular BOP circuit. The manifold circuit is normally regulated down to 1,500 psi. On most rigs
the regulator for this circuit is manual without a remote function. Several modern rigs have made this
manifold regulator remotely controlled as well - this is a great help in case a drill string has to be
hung off. The rams and the choke and kill HCR valves are connected to the manifold circuit.
The annular preventer circuit is regulated down from 800 to 1,500 psi, depending on the type of
annular preventer that is installed. The regulator for the annular preventer must be operated remotely
496
from at least two remote-control stations. Only the annular preventer is connected to the annular
BOP circuit.
A bypass valve is installed on the manifold that can bypass the manifold regulator to create 3,000 psi
on the whole manifold system in case shearing operations are required, or if extra pressure is
required for the pipe rams to seal better. On this modern manifold this is not the case, as the shear
blind rams have their own independent regulator. This is an extra facility which is not required by the
standards, but it is very good drilling practice.
The HPU has two independent pump systems: one or two electronically-driven triplex pumps and
two or three air-operated pumps. The triplex pumps must start at 90% of the working pressure, which
is 2,700 psi. As it has a much higher capacity, the triplex pump will start first. The triplex pumps will
kick out at 3,000 psi. The start/stop function is controlled by an electric-hydraulic switch.
Figure 187
The triplex pump is a positive-displacement pump.
This means that it will positively discharge liquid from the suction source to the discharge, regardless
of the discharge pressure involved.
Figure 188
The electric-hydraulic switch that
starts/stops the triplex pumps contains
mini-switches to change its setting. The
threads of the cover are EXd; the setting
can be adjusted without taking off the
cover.
The air-driven pumps must start at 85% of their working pressure, which is 2,550 psi. The air pumps
normally will kick out at 2,850 psi. The start/stop function of these pumps is controlled by the
pneumatic pump governor.
497
Figure 189
Modern NOV Shaffer air pump set-up.
Both air pumps and triplex pumps have check valves installed in the discharge lines to prevent fluid
from flowing back from the accumulator bottles to the mixture/storage tank. With this set-up another
type of pump governor is used. Most older and surface BOP HPUs use pump governors.
498
Figure 190
Pump governor which controls the start/stop function of the air
pumps.
Springs of different strengths are available for different pressure ranges.
Figure 191
Conventional HPU with an old-fashioned AKR-type regulator for the annular preventer circuit.
This schematic provides a clear indication of the different air and hydraulic circuits.
Surface BOP HPU set-up:
MWP: 3,000- or 5,000-psi accumulator pressure
Regulated pressure: 1,500-psi manifold pressure
Rig air pressure: maximum 120 psi
Suction section of the hydraulic fluid
499
5.1.1 Accumulator bottles

Most accumulator systems for surface BOPs have a working pressure of 3,000 psi. Some
independently operating high-pressure shear circuits work with 5,000-psi accumulator bottles. The
accumulator bottles are pre-charged with an inert gas (nitrogen) to provide a 'constant' pressure and
to drive out the hydraulic fluid quickly.
There are four types of accumulators available:
1. Bag-type accumulator (normally 11-US-gallon bottles are installed)
2. Float-type accumulator preventer (varying from 15 to 85 US gallons)
3. Spherical-type accumulator (normally containing either a bag or a float of 85 US gallons)
4. Piston-type accumulator, which comes in various sizes
Figure 192
Shaffer bladder-type accumulator.
The Shaffer bladder-type accumulator is normally pre-charged to one third of the working pressure or
1,000 psi with conventional surface BOPs. Accumulator bottles are pressure vessels and should be
hydrostatically tested at least every ten years as per API standards.
500
Figure 193
Cameron float-type accumulators.
Cameron float-type accumulators are pre-charged from the bottom. Cameron supplies the float-type
accumulator bottles in four sizes: 15-, 20-, 35- and 85-US gallon accumulator bottles.
Figure 194
Spherical-type accumulator with a bladder.
The disadvantage of spherical accumulator bottles is that they are very large; if one accumulator
fails, a lot of capacity will be lost at once.
501
Figure 195
Piston-type accumulator.
Piston-type accumulators are normally used in compensating systems on floating rigs to separate
high-pressure air or nitrogen from high-pressure oil. A piston-type accumulator system is used when
we want to be absolutely certain that the two systems are adequately separated.
502
5.1.2 Regulators
We need regulators to reduce the accumulator pressure into the pressure for our other two main
circuits, the annular BOP circuit and the manifold circuit, which connect the rams and the
hydraulically-operated gate valves.
There are four types of regulators available:

1. Air-operated regulators called AKRs (air Koomey regulators), which are operated from remote
panels. AKRs are installed on the annular BOP circuit.
2. Manually-operated regulators called MKRs (manual Koomey regulators), which are normally
installed at the manifold circuit.
3. Air-operated regulator with an air motor called a TR (true reading) regulator, which is installed on
modern HPUs for the annular BOP circuit. These are sometimes called AMKRs (air motor
Koomey regulator).
4. Hydraulically-operated regulators called HKRs (hydraulic Koomey regulators), which we normally
install in the subsea pods for subsea BOP control circuits.
Situation A Situation B
Cameron manual regulator. Manual regulator.
In situation A of Figure 197, the supply is open and the outlet pressure will increase. In situation B,
the vent is open and the outward pressure will decline as the regulator starts to vent.
503
Figure 198: Situation A Figure 199: Situation B Figure 200: Situation C
Situation A
The AKR is in the overbalanced position. The slide valve is in its lowest position forced by the higher
air pressure on the diaphragm. The input and output ports are fully open to deliver maximum output
pressure.
Situation B
The AKR is in the pressure-balanced position. There is a pressure balance with all three ports
closed. Any variation in the output pressure will open either the supply port if the output pressure is
too low, or the discharge port if the output pressure is too high.
Situation C
When air pressure is lost the inlet hydraulic pressure will be blocked and the output hydraulic
pressure will push the slide up, venting the output hydraulic pressure to zero psi. Consequently the
pressure to the annular preventer open and close circuit will vent to zero psi. If the annular preventer
was closed due to a well control situation, then it would now open up and a blowout would be the
result.
Figure 201
504
TR regulator installed on a surface HPU.
Figure 202
The TR regulator is a fail-safe type regulator when air pressure is lost.
Figure 203
HKR used mostly on subsea pods.
505
5.1.3 Control valves
Figure 204
Two different ways to use control valves.
There are two different ways to use control valves: either manipulator-type valves on subsea BOP
control panels, or selector-type valves on surface BOP HPU systems. You cannot see the difference
from the outside; only the inserts are different.
On the HPU panels for surface rigs we use manipulator valves, which means that their output is
isolated and still pressurised when they are put in the block or middle position. The selector valves
must not be installed in the block position unless PM is done on the system. Beware of trapped
pressure. The control valves on subsea BOP HPUs and diverter panels are manipulator valves,
which vent their outlets in the block position.
506
5.1.4 Remote-control panels
Figure 205
Old-fashioned driller's panel.
The disadvantage of the panel depicted above is that no valve position indication is provided. This
means that the driller does not know for certain the position of the BOP components. Most rigs use
homemade labels to indicate the latest operation of the BOP, a system which generates human error
on a large scale!
Figure 206
Modern driller's panel.
For all surface BOPs on MODUs, and on most modern land rigs, old-fashioned panels have been
replaced by electro-pneumatic ones. This panel provides a valve position indication, so the driller
knows the exact position of the BOP components.
507
5.2 BOP HPU checklist

 Record the date of the last accumulator capacity test as per API RP 53 section 17.7.1 and
API Spec 16D (2005) sections 5.1.2 and 5.1.4.
 Confirm that the BOP HPU is divided into four equal banks with isolation and drain valves
on the accumulator bottles or racks (API Spec 16D section 5.1.3.2).
 Ensure that only AMKR-type regulators are used for the annular preventer circuit.
Remember that AKR-type regulators are no longer acceptable.
 Verify that the accumulator pre-charge pressure is at least 1,000 psi/69 bars for 3M
accumulator systems.
 On MODUs check that the following alarms are present (API Spec 16D section 4.3.3.1.g.g):
o accumulator low-pressure alarm
o rig air low-pressure alarm
o emergency power (batteries) engaged
o pump-running indication
 Verify that the accumulator bottles are hydrostatically tested at least every ten years (API
510 section 6.5 and API Spec 16D section 3.1.2.3).
 Verify that the BOP HPU unit is located in a safe area as per API RP 53 (1997) 12.7 (i.e. not
on the drill floor).
 Verify that the lead triplex pump starts pumping at 2,700 psi/186 bars (90% of the WP),
and stops pumping at 3,000 psi/205 bars.
 Verify that the air pumps start at 2,550 psi/170 bars or 85% of the working pressure.
 Verify that there is an emergency air backup system so the crew can maintain remote
operation of the BOPs even in a blackout situation (API Spec 16D section 5.8.5).
 If electronically-operated, verify that the system has a battery backup system for the
remote-control panels and the solenoid valves on the HPU.
 Verify that the shear blind HPU panel valve has extra protection (such as a fool's box)
(API Spec 16D section 5.2.5.5 and section 5.2.4.6).
 Verify that safety signs are posted on any equipment that starts without warning
(Equipment Starts Automatically).
 Check the pressure gauge calibration records (API RP 53 sections 12.3.6 and 12.5.2) for
readings within 1% of the gauges’ pressure range.
 Make sure only permanent (engraved) signs are used on remote-control panels (i.e. no
graffiti).
 The relief valve should be set at 110% of the working pressure of the HPU; verify when the
relief valve was last recertified.
 Ensure that the relief valve and its vent line are large enough to vent the system pressure
in case the pumps do not switch off.
508
5.3 Hyperlinked images and drawings from the HPU checklist

presentation
Figure 207
Operation of HPU system.
Figure 208
AMKR-type annular regulator.
509
Figure 209
AKR-type annular regulator.
Figure 210
Remote-control panel with nitrogen backup.
Figure 211
System relief valve.
510
Figure 212
Pressure gauges, accumulator
pressure, manifold pressure and
annular preventer pressure.
Figure 213
Pneumatic pump arrangement.
511
5.4 BOP HPU: photos and drawings

Figure 214
BOP HPU for a land rig with a newly-
designed Koomey 80 unit. Note the fail-
safe AMKR regulator for the annular
preventer circuit.
Figure 215
To comply with API standards, the
accumulator banks should be divided into
at least four sections.
Figure 216
Accumulator bottles that can be
individually isolated. This is a much more
reliable way to operate.
512
Figure 217
This photo shows only two banks of
accumulator bottles; further, they are not
equally divided. This is an unacceptable
set-up.
Figure 218
Accumulator bottles sufficiently marked
with safety signs and identification
numbers.
Figure 219
Severe corrosion on the accumulator
bottle underneath the bracket. Every ten
years a hydrostatic test needs to be
performed as per API standards.
513
Figure 220
Triplex pump plungers.
Ensure that the packing sets do not leak

excessively. On this triplex pump the
piston rods are bent, thus creating
excessive heat around the packing glands
and rapid wear of the packing material.
Figure 221
Only one air-operated hydraulic pump is
present here. Good drilling practice (GDP)
is to fit two pneumatic pumps to prevent a
single-point failure. Regulations require
pumping systems with separate power
sources.
Figure 222
Note the manual valve installed on the
middle pump between the pump and the
relief valve.
514
Figure 223
This relief valve exhaust cannot release pressure as
there is a bull plug in the vent. The plug has been
painted and has been in situ long enough for the paint
to come off!
Figure 224
Relief valve with incorrect vent installation. Can this
relief valve vent the fluid fast enough through such a
small vent line? Two-yearly recertification is required.
Figure 225
Only two valves to isolate or dump fluid from the
common bank. The vent line of the relief valve is too
small. The latest recertification data of the relief valve is
unknown.
515
Figure 226
No manually-operated valves should be installed on the
discharge side of the triplex pumps, between the pump
and relief valve. If we start the pumps with this valve
still closed, the discharge lines might blow up! A check
valve must be present to prevent the pressurised fluid
from venting back to the tank.
Figure 227
Fool's box cover installed to prevent unintentional
operation of the shear blind rams.
Figure 228
Creative but inadequate solution, as it will prevent the
remote operation of the shear blind rams in an
emergency.
516
Figure 229
Another example of an illegal restriction for the
shear blind rams. Remote operation of the shear
blind rams is no longer possible.
Figure 230
Manually-operated annular regulator.
This unit cannot be operated from the rig floor or

from another remote station. What good is it if we
constantly have to alter the annular preventer
closing pressure when we need to perform a
stripping operation?
Figure 231
The AKR for the annular preventer will lose its
output when the rig air supply is lost! Next, the
annular BOP will open up during a well control
situation causing a blowout!
517
Figure 232
The AMKR is a fail-safe regulator. When
the air supply for the motor is lost, the last
output pressure remains visible and
manual adjustment is also possible.
Figure 233
Severely corroded hydraulic piping for the
BOP on a jack-up rig.
Figure 234
Flexible hoses in poor condition. The fire-
resistant layer is no longer adequately
protected by stainless-steel covers.
518
Figure 235
Soluble-oil/water mixture tank.
Any contamination with lubricating oil will

lead to the growth of bacteria and fungi.
Most land rigs use hydraulic oil in their well
control systems.
Figure 236
Nitrogen backup system.
A nitrogen backup system will supply

pneumatic pressure to the HPU solenoids
in order to preserve remote-control
capability if rig air pressure is lost. We can
install these emergency rig air/nitrogen
circuits for the BOP HPU as well as for
remote choke panels.
Figure 237
Air backup system.
Air backup system installed for the driller's

remote-control panel. A check valve
should be installed to prevent air from
flowing back from the air pressure vessel
to the rig air circuit in a blackout situation.
519
520
Chapter 08
Appendices
1 Appendix 1: Drive Chain Inspections ...................................................................................... 522
1.1 Inspection and chain service schedule as per API SPEC 7F ................................................. 522
1.2 Lubrication system .................................................................................................................. 523
2 Appendix 2: API RP 8B explanations and inspection categories ............................................ 531

2.1 Drilling lifting equipment inspections ....................................................................................... 531
2.2 Results of inspections ............................................................................................................. 533
521
08 Appendices
1 Appendix 1: Drive Chain Inspections

1.1 Inspection and chain service schedule as per API SPEC 7F
A roller chain drive requires proper and timely maintenance to deliver satisfactory performance and
service life.
A maintenance programme must be established to ensure the following:

 Sprockets are correctly lubricated.
 Drive interferences are eliminated.
 Damaged or worn chains or sprockets are replaced.
 Sprockets are properly aligned.
 Chain is correctly tensioned.
 Guarding is in good condition and properly installed.
The inspection intervals for chains are:

 After the first 50 hours of operation.
 If the chain drives are subject to heavy shock loads: every 200 hours.
 Ordinary drives: every 500 hours of operation.
The inspection will look at the following:

 lubrication system
 drive interferences
 damaged chains or sprockets
 chain wear
 sprocket wear
 sprocket misalignment
 chain tension
 chain guards
Figure 1
Chain assembly.
522
08 Appendices
1.2 Lubrication system

For manual lubrication:
 Ensure the oil is of the correct grade.
For drip lubrication:

 Ensure the flow rate is sufficient and directed correctly onto the chain.
For oil bath lubrication:

 Slinger disc or oil stream lubrication: ensure all orifices are clean and the oil is directed correctly
onto the chain.
Figure 2
Lubricant flow into the chain joint.
Recommended grade Temperature in F Temperature in C

SAE 5 -50 to +50 -46 to +10
SAE 10 -20 to +80 -29 to +27
SAE 20 +10 to +110 -12 to +43
SAE 30 +20 to +130 -7 to +54
SAE 40 +30 to +140 -1 to +60
SAE 50 +40 to +150 +4 to +66
Figure 3
Recommended oil viscosities for various temperatures.
523
08 Appendices
Drive interferences
Inspect for any evidence of interference between the drive components and other parts of the
equipment. Impact of the chain link plates with a rigid object can cause plate fatigue and chain
failure.
Beware of debris build-up between the chain and sprockets, as even small amounts of debris can
cause tensile loads large enough to break the chain, if forced through the drive.
Damaged chain or sprockets

Inspect the chain for cracked, broken, deformed or corroded parts. Correct the cause of damage and
replace the chain if any discrepancies are found.
Inspect the sprockets for chipped, broken or deformed teeth. Be aware that a damaged or worn
chain will rapidly damage a sprocket. The worn chain will ride very high on the sprocket teeth and
rapidly create abnormal wear on the teeth.
Chain wear
The maximum wear in most chain drives is considered 3% wear elongation. With 3% wear the chain
does not engage the sprocket properly.
On drives with sprockets of more than 66 teeth the allowable wear is limited to 200/N (N = number of
teeth on the largest sprocket) and may be substantially less than 3%.
On fixed-centre, non-adjustable drives the allowable wear elongation is limited to one half of one
chain pitch.
Figure 4
Measurement of chain elongation.
524
08 Appendices
Measured length
ANSI chain No. Chain pitch Number of Nominal At 3% wear
pitches
(inch) (inch) (inch)
25 0.250 48 12.000 12.375
35 0.375 32 12.000 12.375
41 0.500 24 12.000 12.375
40 0.500 24 12.000 12.375
50 0.625 20 12.500 12.875
60 0.750 16 12.000 12.375
80 1.000 12 12.000 12.375
100 1.250 20 25.000 25.750
120 1.500 16 24.000 24.719
140 1.750 14 24.500 25.250
160 2.000 12 24.000 24.719
180 2.250 12 27.000 27.812
200 2.500 10 25.000 25.750
240 3.000 8 24.000 24.375
Figure 5
Chain wear elongation limits.
Sprocket wear
A worn-out sprocket is not nearly as well defined as a worn-out chain. Check for roughness, reduced
tooth thickness and visibly hooked sprocket tooth tips.
The pitch of a new chain is much shorter than the effective pitch of the worn sprocket, so the total
chain load is concentrated on the final sprocket tooth before disengagement.
Then, when the chain disengages from the sprocket, the roller is jerked out of the hooked portion of
the sprocket tooth, resulting in a shock load on the chain as the load is transferred from one tooth to
the next.
525
08 Appendices
Figure 6
Worn-out sprocket.
Sprocket misalignment
Check for significant wear on the inside surfaces of the chain roller link plates and on the sprocket
flange faces. This wear indicates misalignment.
If 5% or more of the link plate thickness is worn away, or if there are sharp gouges in the link plate
surface, the chain should be replaced immediately.
If 10% or more sprocket tooth flange thickness is worn away, the sprocket should be replaced.
The maximum amount of axial misalignment is obtained from the following formula:
Maximum offset - 0.045 P (P = chain pitch in inches)
This formula applies to both single- and multiple-strand chains.
Chain tension
Measure the total mid-span movement. If this exceeds the tabulated limit, adjust the centre distance
to obtain the desired amount of slack. If the elongation exceeds the available adjustment and wear
elongation still has not exceeded 3% of the functional limit, remove two pitches and reinstall the
chain. If the minimum adjustment will not permit shortening two pitches, the chain may be shortened
one pitch by using an offset link or offset section.
Recommended possible mid-span movement AC in inches

Tangent length between sprockets in inches
Drive centre line 10 20 50 50 70 100
Horizontal to 45 degrees 0.4 - 0.5 0.8 - 1.2 1.2 - 1.8 2.0 - 3.0 2.8 - 4.2 4.0 - 6.0
45 degrees to vertical 0.2 - 0.3 0.4 - 0.6 0.5 - 0.9 1.0 - 1.5 1.4 - 2.1 2.0 - 3.0
526
08 Appendices
Figure 7
Mid-span movement.
Guards
Inspect the guards to ensure they are not bent or deformed, reducing the intended clearance. Any
designed openings in the guard (mesh) must not be enlarged. The guards must not be deformed or
damaged, especially around the mounting points. Make sure all the fasteners are secure and that all
safeguarding devices, such as pressure sensors and interlocks, are functioning.
527
08 Appendices
Roller chain drive troubleshooting guide
Condition/ symptom Possible cause What to do

Missing parts Missing at assembly. Replace chain.
Broken and lost. Find and correct cause of
damage/replace chain.
Rusted chain Exposed to moisture. Replace chain, protect from
moisture.
Water in lubricant. Replace lubricant, protect lubricant
Inadequate lubrication. from water ingress, and replace
chain.
Provide or re-establish proper
lubrication, replace chain if needed.
Excessive noise Chain striking an obstruction. Replace chain, eliminate
interference.
Loose casing or shaft mounts. Tighten fasteners, mounts.
Excessive chain slack. Re-tension chain.
Excessive chain wear. Replace and tension chain.
Excessive sprocket wear. Replace sprocket and chain.
Sprocket misalignment. Replace chain and sprockets if
needed, realign sprockets.
Inadequate lubrication. Replace chain if needed, re-

establish proper lubrication.
Chain pitch too large. Redesign drive for smaller pitch

chain.
Too few sprocket teeth. Check to see if larger sprockets can
be used, if not redesign drive.
Wear on the inside roller Sprocket misalignment. Replace sprockets and chain, if
link plates and one side needed.
of the sprockets Realign drive.
Re-tension chain.
Chain clings to sprocket Excessive sprocket wear. Replace sprocket and chain.
Sprocket misalignment. Replace sprockets and chain if
needed/realign the sprockets.
Chain climbs sprocket Excessive chain slack. Re-tension chain.
teeth Excessive chain wear. Replace and re-tension chain.
Excessive sprocket wear. Replace sprockets and chain.
Extreme overload. Replace chain/eliminate cause of
overload.
528
08 Appendices

Missing or broken cotters Cotters installed Install new cotters.
improperly.
Striking obstruction. Replace chain, eliminate
interference/replace chain, reduce
vibration.
Vibration. Use larger sprockets.
Excessive speed. Replace chain/reduce speed/redesign
drive for smaller pitch chain.
Exposed surfaces corroded Exposure to corrosive Replace chain/protect from hostile
or pitted environment. environment.
Cracked link plates Exposure to corrosive Replace chain/protect from hostile
(stress corrosion) environment combined environment.
with stress from press fits.
Turned pins Inadequate lubrication. Replace chain/re-establish proper

lubrication.
Overload. Replace chain/eliminate cause of
overload.
Enlarged holes Overload. Replace chain/eliminate cause of
overload.
Broken pins Extreme overload. Replace chain.

Replace sprockets if indicated.
Eliminate cause of overload or
redesign drive for larger pitch chain.
Broken link plates
Cracked link plates (fatigue) Loading greater than Replace chain.

chain's dynamic capacity. Reduce dynamic loading or redesign
drive for larger chain.
Battered link plate edges Chain striking an Replace chain.

obstruction. Eliminate interference.
Worn link plate contours Chain rubbing on casing, Replace chain if 5% or more height is
guide, or obstruction. worn away, or if any evidence of heat
discoloration.
Re-tension chain.
Eliminate interference.
529
08 Appendices

Broken, cracked or Speed too high. Replace chain.
deformed rollers Reduce speed.
Sprockets too small. Replace chain.
Chain riding too high on Use larger sprockets, or possibly
sprocket teeth. redesign drive for smaller pitch chain.
Replace chain.
Re-tension chain more often.
Pin galling Speed or load too high. Reduce speed or load.
Possibly re-design for smaller pitch
chain.
Inadequate lubrication. Provide or re-establish proper

lubrication.
530
08 Appendices
2 Appendix 2: API RP 8B explanations and inspection

categories
2.1 Drilling lifting equipment inspections
Category I (Ref. API RP 8B / ISO 13534 section 5.3)

This category involves observing the equipment during operation for indications of inadequate
performance. When in use, equipment shall be visually inspected on a daily basis for cracks, loose
fits or connections, elongation of parts, and other signs of wear, corrosion or overloading. Any
equipment found to show cracks, excessive wear, etc., shall be removed from service for further
examination. The equipment shall be visually inspected by a person knowledgeable in that
equipment and its function.
Category II (Ref. API RP 8B / ISO 13534 section 5.3)

This is a Category I inspection plus further inspection for corrosion, deformation, loose or missing
components, deterioration, proper lubrication, visible external cracks, and adjustment.
Category III (Ref. API RP 8B / ISO 13534 section 5.3)

This is a Category II inspection plus further inspection, which should include NDT of critical areas,
and may involve some disassembly to access specific components and to identify wear that exceeds
the manufacturer's allowable tolerances.
Category IV (Ref. API RP 8B / 13534 section 5.3)

This is a Category III inspection plus further inspection for which the equipment is disassembled to
the extent necessary to conduct NDT of all primary-load-carrying components as defined by the
manufacturer. Equipment shall be:
 disassembled in a suitably-equipped facility to the extent necessary to permit full inspection of all
primary-load-carrying components and other components that are critical to the equipment;
 inspected for excessive wear, cracks, flaws and deformations.
Corrections shall be made in accordance with the manufacturer's recommendations. Prior to

Category III and Category IV inspections, all foreign material such as dirt, paint, grease, oil scale,
etc., shall be removed from the concerned parts by a suitable method (e.g. paint-stripping, steam-
cleaning, grit-blasting).
531
08 Appendices
Periodic inspection and maintenance categories and frequencies (Ref. API RP 8B and ISO
13534 Table 1)
Frequency
Days Months Years
Equipment
1 7 1 3 6 1 2 5
Inspection category
Crown block sheaves and bearings I II III IV
Drilling hooks (other than sucker-rod
I II III IV
hooks)
Travelling blocks, hook block and
I II III IV
block-to-hook adapter
Tubing hooks and sucker-rod hooks I II III IV
Elevator links I II III IV
Casing elevators, tubing elevators,
drill-pipe elevators and drill-collar II III IV
elevators
Sucker-rod elevators II II III IV
Rotary swivel-bail adapters I II III IV
Rotary swivels I II III IV
Power swivels I II III IV
Power subs I II III IV
Spiders, if capable of being used as
I II III IV
elevators
Deadline tie-down/wireline anchors I II III IV
Drill string motion compensators II III IV
Kelly spinners, if capable of being
I II III IV
used as hoisting equipment
Riser- and wellhead-running tools, if
capable of being used as hoisting II III IV
equipment
Safety clamps, if capable of being
I II III IV
used as hoisting equipment
NOTE: The above recommended frequencies apply to equipment in use during the specified period.
532
08 Appendices
2.2 Results of inspections
Acceptance criteria (Ref. RP 8B / ISO 13534 section 5.3)

Acceptance criteria shall be established based on experience and manufacturer's recommendations.
Worn equipment that does not meet the acceptance criteria shall not be accepted for operation.
Rejected equipment (Ref. RP 8B / ISO 13534 section 5.3)

Rejected equipment shall be marked and removed from service.
Surface indications (Ref. RP 8B / ISO 13534 section 5.3)

Surface indications identified by NDT may be allowable or non-allowable depending on their size,
shape and location, as defined by the manufacturer.
Allowable surface indications (Ref. RP 8B / ISO 13534 section 5.3)

Allowable surface indications are surface indications of such a size, shape and location that they
need not be removed.
All references are taken from API RP 8B / ISO 13534.
533
08 Appendices
534

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Rig Inspection Workshop

Land rigs, Jack-up rigs, Platform rigs

Author: Jaap Peetsold

Integrating ModuSpec and WEST Engineering Services

For further information please contact:

3 Top drive ................................................................................................................................... 58

4 Independent swivel ................................................................................................................... 85

5 Crown and travelling block ........................................................................................................ 95

7.3 Man-riding winch ..................................................................................................................... 148

What does it do?

How much power?

We can find the following areas of wear on the drawworks:

Drum speed in feet per minute:

1.1.1 Sheave wear

1.1.2 Drum wear

Inspection criteria for the drum:

1.1.3 Line wear

1.1.3.1 Line wear summary

Proper procedures and maintenance routines:

1.1.4 Modern drawworks

1.1.4.1 The NOV ADS-10 drawworks

Gearboxes (dry sump)

Gearboxes (wet sump)

Optional desert kit

1.1.4.2 Electronic driller window

1.1.4.3 DWCS main screen

DWCS Main Screen

1.1.4.4 Drawworks status screen

1.1.4.5 Specifications NOV ADS-10D

Weight (max.): 100,000 lbs

Wire rope drum

Power requirements (electric and pneumatic)

1.2 Drawworks checklist

1.3 Hyperlinked images and drawings from the drawworks checklist

1.4 Drawworks: photos and drawings

What does it do?

How much power?

2.2 Rotary table checklist

2.4 Rotary table: photos and drawings

What does it do?

3.1.1 Upper part of the top drive

3.1.2 Lower part of the top drive

The pipe handler contains the following

The 2PV40 gearbox has the following features:

Continuous high-torque drilling during

The gearbox is lubricated by a

The Baylor CM628TUT AC drilling motor

The air brake (parking brake) is mounted on the non-

The suspension system is fixed to the gearbox with

Figures 107 and 108

The rotating head provides hydraulic flow to the

The split collar is located just above the

The split collar is composed of two solid halves

Two service loops are installed: one power umbilical

3.1.4 Remote control top drive on driller’s panel

Figure 116 Figure 117 Figure 118

3.2 Top drive checklist

3.4 Top drive: photos and drawings

Most service loops are unique to one rig,

What does it do?

How much power?

4.2 Independent swivel checklist

4.3 Hyperlinked images and drawings from the independent swivel

4.4 Independent swivel: photos and drawings