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Field Inspection Procedure

Schlumberger
Suggested Maintenance Schedule for Coiled Tubing BOPs

Yearly and 5 year inspection shall commence form “Date in Service” as long as Schlumberger can
manage to track “Date in Service” records and conforms to local regulation.

After Each Job or Once a week – depending on local usage.

 Clean the BOP body, bonnet and rams. Remove all trace of well fluids.
 Visually inspect all quick union seal areas, quick union threads, and quick union seals. Make
sure the seal area is clean and free of debris.
 Gouges in the seal area are not acceptable and the part should be repaired or replaced.
 Grease and assemble in accordance with proper technical manual.
 If assembly is taken apart or seals replaced, testing to API and TOT requirements.

Once a Month:

 In addition to the inspection after each job remove the equalizing valve assembly and inspect
the stem and seat.
 Thoroughly clean all of the items, remove all trace of well fluids.
 Replace the elastomer seals
 Grease and assemble in accordance with proper technical manual.
 Remove the rams and inspect all ram rubber seals.
 Replace the bonnet o-rings and ring gaskets every time the unit is opened up.
 Pressure test to approved test procedure.

Once a Year:

 Disassemble completely and thoroughly clean all of the items, remove all trace of well fluids.
 The equalizing valve assembly must be disassembled.
 Perform a visual inspection to the requirements listed below.
 Replace all of the seals
 Grease and assemble in accordance with proper technical manual
 Dimensional inspection of Ram bores
 Dimensional inspection of API Flange Ring Grooves and end connections
 Dimensional inspection of quick union seal bores.
 Document visual inspection, by taking digital photos of all major components and areas of visual
irregularities. This will include thread damage, pitting and major seal areas (ex: ram bores, API
Flange grooves).
 Perform wall thickness UT test at API flange neck. Minimum 6 points.
 Testing to API and TOT requirements.
 NDE of API flange end connections and all flange bolting.

5 Years

Recertification from the OEM is required after 5 years. A recertification will consist of the following:
 Complete strip down of the BOP stack.
 Traceability of critical components
 Blast to remove all paint and build up.

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 Dimensional inspection of critical areas
 NDE on all parts exposed to well bore fluids or hydraulic fluids
 NDE on all bolting
 Coating of the BOP body
 Coating of all other alloy components
 Assembly
 Testing to API and TOT requirements.
 Painting
 Documentation and Certification of the work

NDE requirements:

All parts exposed to the well fluids will have to be inspected by NDE methods. A qualified system for NDE
must be used. The preferred NDE test would be a wet magnetic particle testing. Not all parts can be
tested in this method. If the parts cannot be inspected with MPI then a dye penetrant test will have to be
conducted. 100% of all accessible surfaces must be inspected. Inspect per API 6A.

Inspections of TOT Coiled Tubing BOPs:

After Each Job and general maintenance

Begin by disassembling the BOP. Refer to the proper technical manual for the detailed instructions for
disassembly.

Critical areas that must be examined include the bonnet o-ring face, the bonnet seal areas, and the ram
bores. These areas are usually the areas that corrosion will start.

BOP Body:
Visually inspect the ring grooves; ram bores, equalizing ports, high-pressure port, and the bonnet face seal
area.

Inspect the equalizing valve ports. There are two 3/16 holes in each equalizing valve that must be free of
debris. If these holes are stopped up they must be cleaned out.

Examine the studs make sure there are no damaged threads. If the threads are damaged you can used a
small thread file (triangular in shape) to remove any sharp edges or burrs. If the crest of the threads are
damaged or flattened the studs should be replaced.

API flange neck UT wall thickness testing around the circumference, 6 points. Begin at approximate
midpoint of open hole flange neck length.

Bonnet:
Visually inspect the o-ring groove. Look for damaged areas including pitting. Visually inspect the well bore
piston rod seal area. If there is corrosion that has caused pitting .020” deep then the bonnet must be
replaced. Locate and document the trace numbers. Serialize and identify each bonnet. Document any
damage found.

Inspect the weep hole and the hydraulic seal bore area. Inspect the threads; remove any nicks or burrs
with a small thread file. If the bonnet has hydraulic porting inspect all of the ports. The leading 15-degree
bevel on the hydraulic ports is a seal area this must have a good seal surface. Check the seal area where
the hydraulic ports go through the BOP body. Screwdriver pry marks are common on the o-ring groove for
this seal.

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Rams:
Pipe Rams: Inspect to make sure the rams are the correct coiled tubing size. Make sure the guides are
not damaged or deformed. The CT guides on the pipe rams should be free of nicks or burrs. Some
polishing might be required to remove any sharp edges. Inspect the rear seal groove, there should not be
any corrosion in this area.
Shear Rams:
Verify the blades and shear rams coincide as a pair. Check the technical manuals for the correct part
numbers. Shear Blades must be replaced once a year or when corrosion has damaged the cutting edge of
the blades. If corrosion has caused pitting in the blades they should be replaced. Any visible surface
cracks and the blades must be replaced.
If the cutting edge of the blades are chipped or cracked they must be replaced. Well fluids will attack the
shear blade and can cause damage to the blades.
The blades are held in place with socket head cap screws, use anti-seize when installing these screws.

Slip Rams
Slip inserts are surface hardened during the manufacturing process and must be inspected frequently.
The teeth should be sharp. If the crest of the tooth has a flat area of .02” that is too much. Of course,
some areas of the slip insert may have teeth that are dull. If 25% of the teeth have flat areas then the slip
must be replaced. The outer edges of the slip inserts will normally wear first.

Each style of slip rams has a retaining mechanism for the slips, make sure you are familiar with this
mechanism, and how to install it. Refer to the technical manual for details.

Shear Seal Rams: Verify the shear seal blades and shear seal rams are correct. Check the technical
manuals for the correct part numbers. Shear Blades must be replaced once a year or when corrosion has
damaged the cutting edge of the blades. If corrosion has caused pitting in the blades. If the rubber is
pulling away from the metal blades the parts should be replaced. The rubber should be bonded to the
blades.

The retainer bar must be installed in the blade and the rams the retainer bar and blade is held in place with
the socket head cap screw. Use anti-sieze compound when installing this screw.
Pipe Slip Rams:
Inspect to make sure the rams are the correct coiled tubing size. Make sure the guides are not damaged
or deformed. The CT guides on the pipe rams should be free of nicks or burrs. Some polishing might be
required to remove any sharp edges. Inspect the rear seal groove, there should not be any corrosion in
this area.
Slip inserts are surface hardened during the manufacturing process and must be inspected frequently.
The teeth should be sharp. If the crest of the tooth has a flat area of .02” that is too much. Of course,
some areas of the slip insert may have teeth that are dull. If 25% of the teeth have flat areas then the slip
must be replaced. The outer edges of the slip inserts will normally wear first.
The slip insert is held in place with the compression pin. This compression pin has an o-ring that also must
be replaced.
Piston Rod:
Inspect the ram guides, sealing surface, and the threads. Inspect the woodruff (half-moon) key slot in the
piston rod. Remove any sharp edges that might damage the seal when the rod is installed in the bonnet.
Remove any burrs from the woodruff key slot with a file. The piston rods are manufactured out of a
corrosion resistant alloy, corrosion will not be an issue. If the piston rod sealing area is scratched remove
any sharp edge, deep scratches and the piston rod will have to be replaced.

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Cylinder:
Inspect the threads; remove any nicks or burrs with emery cloth, or a polishing wheel. Inspect the seal
bore. There should not be any scratches in the bore, polish any nicks or scratches with a fine emery cloth.

Non-Rising Stem:
Replace the stem if corrosion has damaged the sealing surface. A leak on this stem can prevent the rams
from closing properly. Examine the threads of the stem and make sure the sleeve nut moves freely the
entire length of the threads. The thread is a left-handed thread.

Sleeve Nut:
Make sure the sleeve nut threads easily on and off of the Non-rising stem. Inspect the threads, if there is
any damage to the threads the parts must be replaced. Inspect the slots on each side of the sleeve nut
remove any burrs that may prevent the hex keys from sliding easily in the groove.

Hydraulic Cap:
Visually inspect the threads and the O-ring groove behind the threads. Inspect the small ID of the
hydraulic cap. Inspect the indicator rod seal and seal retainer. Make sure you replace the indicator rod
seal. When tightening the hydraulic cap on the cylinder do not let the wrench grip the cap in the area of the
indicator rod. The wrench may damage the indicator rod or the hole for the indicator rod.

Closing Tube Assembly:

The closing tube is stainless steel, which is resistant to rust. Paint on the closing tube can make it difficult
to take apart. It would be easier if all of the paint was removed from the closing tube. There is very little
that can go wrong with these parts unless the threads or seal areas are damaged. Visually inspect them
for damage.

Indicator Rod:
The indicator rod may bend, check to make sure the rods are straight and there are no nicks or scratches
on the OD.

Front and Rear Seals:

These seals should be inspected after each job. If any noticeable loss of rubber is observed the seals
should be replaced. If the bond between the rubber and the metal plates begin to separate the seals must
be replaced.

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