“Class U” BOP

Operations and
Maintenance Manual

Part #:
Customer:
Customer Ref #:
Control Flow SO #:

Rev. B
Updated: August 17, 2004
Table of Contents

Section Page
1 Body connections and side outlets 5
2 BOP vertical bore 7
3 Bonnet bolting (including internal threads in the BOP body) 7
4 Bonnet sealing surfaces 9
5 Ram bores 10
6 Rams 12
7 Ram-to-ram-bore clearance 13
8 Connecting rod buttons 14
9 Components with plated, overlayed or coated surfaces 15
10 Piston heads 16
11 Through bores and counterbores 17
12 Ram locking devices 18
13 Care and Maintenance 20
14 Cold Weather Operation Precautions 21
15 Assembly Procedure 22
16 Storage and Aging of Rubber Goods 23

Revision: B
Updated: August 17, 2004

Proprietary Information of Control Flow, Inc. ** Pg 3 **

The operating system of Class U BOPs should periodically be opened and disassembled for cleaning
and inspection. Until an inspection history has been established for a particular BOP under a
specific set of operating conditions, it is recommended that this periodic inspection be performed at
intervals of two years, providing that the BOP control system is properly maintained and
recommended operating fluids are used. Under unchanging operating conditions, a satisfactory
inspection history may permit lengthening of the inspection interval.

At each inspection, particular attention should be given to the items listed below. The order of
appearance of an item in the list does NOT indicate order of importance. The items to which
particular attention should be given are:

All seals should be replaced at each periodic inspection. It is recommended that seals which have
been in service not be reused.

It is recommended that a record of the periodic inspections of each BOP be kept in a permanent
file.

The surface finish of sealing surfaces is critical to the life

and function of many components within the Class U
BOPs. Surface finish is commonly specified in terms of
average deviation from the mean surface, expressed in
microinches (millionths of an inch) and denoted by the
abbreviation RMS. The RMS value of a surface may be
determined by direct measurement or by comparison with
surfaces of known roughness. For field inspection, Control
Flow, Inc. recommends that surface finish be determined
by comparison with a surface finish specimen (also called
a surface roughness scale) such as the Model S22
Microfinish Comparator manufactured by GAR
Electroforming Division, Danbury, Connecticut (Figure 1).
The specimen should cover the range of 125 RMS to 32
RMS, inclusive.

Bonnet bolting and clamp bolting may be subject to

overstress from improper torquing or tensioning.
Overstress of threaded components will result in
deformation of the thread profile (rolled threads). Figure 1 A Surface Finish Specimen
Threads on the ram change pistons may be subject to suitable for determining surface finish
overstress by impact loading when bonnets are opened, by comparison.
using excessive operating pressure. Severe impact
loading may stretch threaded components, resulting in
increased thread lead. All threaded components should be
inspected for deformation and visible wear of the thread
profile. In addition, threaded components subject to
overstress by impact loading should be checked for
increased lead. For field inspection of threads, Control
Flow, Inc. recommends use of a full-length thread profile
template (Figure 2), since increased lead cannot reliably
be detected with short templates.
Figure 2 Thread Profile Template

Proprietary Information of Control Flow, Inc. ** Pg 4 **

1. Body Connections and Side Outlets

1.1 Ring Grooves: Pressure-energized ring

joint gaskets seal on the OD of the
ring groove (Figures 3). The gasket
forms a metal-to-metal seal in a
narrow band along the outer
circumference of the ring groove.
Washouts, indentations,
scratches, or pitting in this sealing area
can only be repaired by remachining of
the ring groove. Minor scratches or a
very light layer of rust may be polished
with abrasive cloth of 320 grit or finer. Figure 3 - BX ring joint. The sealing surface
Other attempts to repair damage to is on the OD of the ring groove.
the sealing surface - such as hand
polish-ing with abrasive cloth coarser
than 320 grit - will result in uneven
surface contours. Such uneven surface
contours may prevent uniform metal-
to-metal contact between the gasket
and the groove along the sealing
surface, and this may cause the joint
to leak.

Nonsealing surfaces on the ID of the

ring groove may be dressed to correct
minor damage which interferes with
proper seating of the gasket in the Figure 4 The mating face of flanges must be
groove. free of upsets and raised edges.

Warning: Do not allow power wire

brushes or abrasive wheels to contact any
part of the ring groove.

1.2 Flanges: The mating face of flanges (Figure 4)

must be free of upsets and raised edges.

1.3 Clamp Hubs: The back face of clamp hubs

(Figure 5) must be free of galling and raised
edges. Clamp impressions are not harmful. The
mating face of clamp hubs (Figure 6) must be
free of upsets and raised edges.

Figure 5 The back face of clamp

hubs must be free of galling and
raised edges.

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1. Body Connections and Side Outlets

1.4 Clamps: Clamps must be free of visible cracks.

When checking for cracks, pay particular attention
to the fillets at the ears on each end of the clamp
(Figure 7). Clamps which have visible cracks must
be replaced.

Note: If it is desired to inspect by other than visual

means, dye penetrant methods may be used on
machined surfaces. Dye penetrant methods may
give false indications on as-cast and as-forged
surfaces; therefore, wet magnetic particle
methods should be used for inspection of such
surfaces.

The machined surfaces of clamps (Figure 8) must Figure 6 The mating face of clamp
be free of galling, upsets, and raised edges. hubs must be free of upsets and
raised edges.
1.5 Clamp Bolting: Clean clamp studs, washers, and
nuts priorto inspection. Washers which show
signs of galling must be replaced. Studs which
have visible cracks must be replaced.

Minor damage to threads may be corrected by

chasing the threads with a triangular file
(external threads) or a tap (internal threads).
Both internal and external threads should be
chased when a nut cannot easily be assembled
onto a stud.
Figure 7 Inspect the fillets
Use a thread profile
between the OD and the ears of
template to inspect clamps for visible cracks.
studs & nuts for
deforma-tion of the
thread profile and
forvisible wear
(Figure 9).
Studs and nuts with
deformed threads
must be replaced.
Bolting with thread
profiles which are
visibly worn must
be replaced.

Figure 8 Machined surfaces Figure 9 Using a thread

of clamps must be free of profile template to check
galling, upsets, and raised threads on a bolt for visible
edges. wear.

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2. BOP Vertical Bore

Inspect the vertical bore of the BOP for keyseating, gouging,

and general wear. Blend all sharp scratches and gouges into
the surrounding surface. Give special attention to each end of
the vertical bore. It is possible for bore damage at the face of
an end connection to impair the sealing ability of the ring joint.

The BOP should be returned to Control Flow, Inc. or an

authorized repair facility for repair if any of the following
conditions exist in the BOP vertical bore:
Figure 10 Excessive wear
and damage to the BOP
a. EXCESSIVE GOUGING OR KEYSEATING ON ONE SIDE vertical bore in area of ring
OF THE BORE. At any location, the vertical bore is grooves.
keyseated or gouged deeper than 3/16" (0.188 inch)
beyond the maximum API bore dimension.

b. EXCESSIVEGENERALWEAR OR DAMAGE. Keyseating, gouging, or general wear has

resulted in a maximum diametral bore dimension which exceeds the maximum API
bore dimension by more than 3/16" (0.188 inch).

c. EXCESSIVE WEAR OR DAMAGE IN THE AREA OF THE RING GROOVES. In the area
of the ring grooves (ie: at the faces of the flanges or clamp hubs), the vertical bore
is keyseated, gouged, or worn deeper than 1/8" (0.125 inch) beyond the maximum
API bore dimension (Figure 10).

Note: The maximum API bore dimension, given in API 6A, is the nominal bore size plus
1/32" (0.031 inch),

3. Bonnet Bolting (Including Internal Threads in the BOP Body)

Bonnet bolts are used on the Class U BOP.

3.1 Internal Threads in the BOP Body

Inspect the internal threads in the following

locations in the BOP body:

a. Bonnet Bolt Holes

b. Ram Change Piston Holes

Visually inspect internal threads for signs of galling.

Minor damage to threads (such as localized galling)
may be corrected by chasing the threads with a Figure 11 Using a thread
tap. profile template to check for
visible wear and for
Use a thread profile template to inspect internal deformation in threads
internal to BOP body.
threads for visible wear and for deformation of the
thread profile (Figure 11). If the threads are visibly worn or deformed, the
BOP should be returned to a Control Flow, Inc. or an authorized repair facility
for repair.
Proprietary Information of Control Flow, Inc. ** Pg 7 **
3. Bonnet Bolting (Including Internal Threads in the BOP Body)

3.2 Bonnet Bolts

Inspect bonnet bolts for thread galling and for impact damage to threads.

Minor localized damage may be corrected by chasing the threads with a triangular
file. If the threads are severely damaged or galled, the bolt must be replaced.

Inspect bonnet bolts for gall ing between the head of the bolt and the bonnet. If
galling is evident, remove raised metal, using a file on the underside of the bolt
head or 60 to 100 grit abrasive cloth on the face of the bonnet. When reassembling the
BOP, install a hardened washer (see the following table on next page) under the
head of each bonnet bolt.

Inspect bonnet bolts for visible cracks at the root of threads and at the junction of
the body and head of the bolt, using dye penetrant methods. Bonnet bolts which
have visible cracks must be replaced.

Use a thread profile template to inspect bonnet bolt threads for visible wear and for
deformation of the thread profile. If the threads are visibly worn or deformed, the
bonnet bolt must be replaced.

Inspect the operating head attachment threads of hydraulically-tensioned bonnet

bolts for visible wear and for deformation of the thread profile. If the threads are
visibly worn or deformed, the bonnet bolt must be replaced.

3.3 Bonnet Studs

Inspect the threads on both ends of each bonnet stud for galling and impact
damage. Minor localized damage may be corrected by chasing the threads with a
triangular file. If the threads are severely damaged or galled, the stud must be
replaced.

Inspect studs for visible cracks at the root of threads. Bonnet studs which have
visible cracks must be replaced.

Use a thread profile template to inspect stud threads for visible wear and for
deformation of the thread profile. If the threads are visibly worn or deformed, the
bonnet bolt must be replaced.

3.4 Bonnet Stud Nuts

Inspect the threads of bonnet stud nuts for galling. Minor damage may be corrected
by chasing the threads with a tap. If the threads are severely galled, the nut must
be replaced.

Use a thread profile template to inspect nuts for visible wear and for deformation of
the thread profile (Figure 11). If the threads are visibly worn or deformed, the
bonnet stud nut must be replaced.

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4. Bonnet Sealing Surfaces

Face-type bonnet seals are used in all Class U BOPs.

4.1 Face Seal Grooves

Face-type bonnet seals fit into a groove

machined into the intermediate flange and seal
against the bottom of the groove (the surface
parallel to the face of the intermediate flange,
(Figure 12). The surface finish of the bottom of
the groove must not exceed 63 RMS. The
surface finish of the sides of the groove should
not exceed 125 RMS.

It may be possible to repair scratched or pitted Figure 12 Face type bonnet

seal grooves by gentle polishing if extreme care seals fit into a groove
machined into the
is taken to maintain smooth surface contours.
intermediate flange, and seal
Such field repair of scratched or pitted seal
against the bottom of the
grooves will not be satisfactory if the depth of
the groove after polishing exceeds 0.440 inch at
any point, as measured from the face of the
intermediate flange (Figure 13). The groove
width is not critical.

Face-type bonnet seals contact the BOP body

along a narrow band surrounding the ram bore
(Figure 14). The sealing surface is the region of
the bonnet face of the BOP body which lies
within one inch of the edge of the ram bore.
The sealing surface must be free of pits, inden-
tations, and scratches and must have a surface
finish of 63 RMS or better.

Figure 13 Measuring the depth of the

bonnet seal groove in an intermediate
flange after polishing blemishes in the
groove.

Figure 14 The narrow band of contact

of a face type bonnet seal on the BOP
body is shown here.

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4. Bonnet Sealing Surfaces, continued

4.1 Face Seal Grooves, continued

It may be possible to repair scratched or

pitted sealing surfaces on the bonnet face of
the BOP body by gentle polishing if extreme
care Is taken to maintain smooth surface
contours.

Warning: Field repair of scratched or

pitted sealing surfaces on the bonnet
faces of the BOP body will not be satisfa-
tory if more than 0.010 inch of metal is
removed anywhere on the surface.
Figure 15 Using a straightedge and
feeler gages to check a face of the
BOP body for flatness in the horizontal
direction.

The bonnet face of the BOP body should be checked for flatness. The recommended
check for flatness is to use a feeler gage to measure the gap, if any, between the
bonnet face of the BOP body and a straightedge placed across the center of the
face. A measurement should be taken in both the horizontal and vertical directions
(Figures 15 and 16). The face of the body is acceptably flat if the measured
gap in each direction does not exceed 0.015 inch.

It may be possible to repair damage to

the sealing area on the BOP body or a
body face which is not flat by a skim cut
taken over the entire bonnet face of the
BOP body. This repair must be made in a
properly-equipped machine shop. A maxi
um of 0.010 inch may be removed from
one or both bonnet faces of the BOP, as
necessary. Dimensional tolerances will
allow each bonnet face of the BOP to be
repaired only once in this manner. It will
Figure 16 Using a straightedge and feeler
be necessary to return to Control Flow,
gages to check a face of the BOP body for
Inc. or an authorized repair facility for flatness in the vertical direction.
repair those BOPs which have previously
been skim cut and those having damage which is not removed by a 0.010 skim cut.

Warning: The bonnet face of a BOP body may be repaired by a skim cut
only once. A skim cut must not be taken on either bonnet face of
the body unless it is known for certain that the body has not previously
been repaired in this manner.

5. Ram Bores

5.1 General Bore Condition

Inspect all surfaces of the ram bores for pitted or rough areas and for scratches,
gouges, and indentations with raised edges.

Proprietary Information of Control Flow, Inc. ** Pg 10 **

5. Ram Bores, continued

5.1 General Bore Condition, continued

Remove ridges along scratches and gouges, and remove raised metal surrounding
indentations. Polish the surface of the ram bores to a 125 RMS finish, with the
exception of scratches, pitting, and other blemishes which are below the
surrounding surface.

Warning: (1) Don’t remove metal in order to clean up blemishes which are
below the surrounding surface (except on the sealing surface; see Section
5.3).

Warning: (2) If the ram bores have been severely gouged or enlarged by
careless or excessive polishing, filing, or grinding, resulting in excessive
ram bore clearance (see Section 7), it will be necessary to return the BOP
to a Control Flow, Inc. or authorized repair facility for repair.

5.2 Upper Half of Ram Bore

Carefully inspect the upper half of the ram bore for sharp edges and rough surfaces
which can damage the ram top seal. Remove sharp edges from scratches and
gouges, and remove peaks from pitted or rough areas. A 125 RMS finish is required
on the upper surface of the ram bore, with the exception of scratches, gouges, and
pitted or rough areas.

Warning: Do not remove from the ram bore more metal than is absolutely
necessary to prevent damage to the ram top seal. Once sharp edges and
peaks are removed, further polishing is of no benefit.

5.3 Sealing Surface

Carefully inspect the sealing surface of the ram bore. The sealing surface of the BOP
ram bore is the surface of the bore in contact with the ram top seal and packer when the ram is
in the closed position. Contact is made on the upper surface of the bore within 4 inches of the
edge of the BOP vertical bore and on the sides (Figure 17).

A 125 RMS finish is required on the sealing surface of the ram bore. Polish the sealing
surface to remove scratches, pitting, and other blemishes. The ram top seal is tolerant of
indentations in the sealing surface if surface contours are smooth and if there are no sharp ridges
or deep, narrow grooves.

Warning: Do not remove from the ram bore more metal than is absolutely
necessary to achieve smooth contours and the required surface finish on
the sealing surface of the ram bore.

Proprietary Information of Control Flow, Inc. ** Pg 11 **

6. Rams

6.1 General

Inspect the top of ram bodies for upset

metal caused by dropping tools onto the
closed rams. Dress upset metal flush with
the surface of the ram. Check for upsets
which extend into the top seal groove.
Figure 18 The back lace of the ram in the
Remove upset metal flush with the original
area of the connecting rod slot must be
contours of the groove. flat. Use a straightedge and feeler gages to
check for outward deformation.
Use a straightedge to check the back
surface of rams in the area of the connecting rod slot. The back face of the ram
should be flat with no evidence of outward deformation (Figure 18). If the surface is
deformed more than 0.020 inch, the ram must be replaced. Outward deformation of
the back face of the ram is an indication that RAM OPEN pressure in excess of 1500
psi was applied to the BOP while the rams were holding bore pressure or that an
obstruction prevented the rams from opening fully. Warning: If the back side of
a ram is deformed outward, the connecting rod button on the operating
piston should be carefully examined for deformation and cracking.

Note: API RP 53 contains a recommended field acceptance test procedure for

testing the strength of the ram and the connecting rod button, to verify that both
are in good condition. To ensure against overstress during this test, operating
pressure must never be allowed to exceed 1500 psi.

Inspect integral pipe guides for deformation and crack-

ing (Figure 19). Rams with pipe guides which are
deformed or broken or which have visible cracks must
be replaced. Minor damage, such as upsets, may be
ground flush with the original surface. Inspect the pipe
bore of pipe rams for upset metal. Remove upset metal
flush with the original contours of the bore.

On most pipe rams, deformation of the upper corners

of the pipe bore occurs when pipe is suspended from the
rams (Figure 20). Control Flow, Inc. rams specifically
designed for high hang-off capacity have hardened
upper corners which resist deformation by the shoulder Figure 19 Pipe guides must
of the tool joint. not be broken or bent or
have visible cracks.
6.2 Shearing Blind Rams (SBRs)

Inspect Shearing Blind Rams (SBRs) for visible cracks, particularly in the blade area.
BRs with visible cracks anywhere in the ram body or blade area must be replaced.

Warning: Dye penetrant checking of non-machined surfaces of forgings

and castings may give false indications of cracking.

Proprietary Information of Control Flow, Inc. ** Pg 12 **

6. Rams, continued

6.2 Shearing Blind Rams (SBRs), continued

Inspect the cutting edges of SBRs for upset metal and blunted edges. The face of
the blades may be dressed to produce sharp cutting edges if the original face angles
are maintained.

7. Ram-to-Ram-Bore Clearance

Excessive clearance between the ram and the ram bore may
allow leakage at low wellbore pressures. Wellbore pressures
which are sufficient to force the rams upward against the top
of the ram bore help energize the top seal, resulting in a tighter
seal as wellbore pressure increases. Therefore, ram-to-ram-
bore clearance is not critical to high-pressure sealing.

Ram and ram bore dimensions vary from unit to unit due to
normal manufacturing tolerances, wear, and damage. Clear
ance between the ram and ram bore depends upon the
particular combination of ram and ram bore and upon the
Figure 20 Deformation of the
position of the ram in the ram bore. Forthis reason, separate
upper corners of the pipe
height measurements of the ram and ram bore may not bore may occur if a tool joint
provide a reliable indication of low-pressure sealing ability. A was landed on the ram.
direct measurement of clearance between the ram and the Remove upset metal flush
ram bore with the ram in the closed position is best. This with the original contour of
measure-ment can most readily be made after the bonnets are the bore.
removed.

If it becomes necessary to measure ram-to-ram-bore clearance on the BOP with the

bonnets in place, limited accessibility prohibits measurement with the rams in the closed
position. In this case, a reasonably accurate
measurement may be made with the bonnets open and
the rams in the extended position (the rams will extend
well into the ram bore). This measurement may be
supplemented with separate ram and ram bore
measurements.

Danger: Measurements on assembled BOPs must

not be made until the BOP control and operating
system has been disconnected or other precau
tions have been taken to prevent accidental
closing of the bonnets or operation of the BOP.
Figure 21 The ram should be in
To obtain the most accurate measurement of the approximately the fully closed
clearance between the ram and the ram bore: position for the most accurate
measurement of ram-lo-ram-bore
(1) Remove the top seal and the packer from the ram.

(2) Insert the ram into the ram bore, and push the ram toward the vertical bore until it is
approximately in the fully-closed position (Figure 21).
Proprietary Information of Control Flow, Inc. ** Pg 13 **
7. Ram-to-Ram-Bore Clearance, continued

(3) Using feeler gages, measure the clearance between

the top of the ram and the ram bore (Figure 22).

(4) Using feeler gages, measure the clearance between

the sides of the ram and the ram bore at the horizontal
centerline of the ram with the ram in at least three posi
tions in the bore (Figure 23).

Clearance between the top of the ram and the ram bore
should not exceed 0.060 inch. The total side clearance
(right side clearance and left side clearance combined)
Figure 22 Vertical clearance between
should not exceed 0.080 inch. If clearances are in
the ram and the ram bore is
excess of these values, low-pressure sealing may not
measured at the top of ram.
be assured. If low pressure leaks are experienced,
substitution of other rams and the use of new top seals
and packers may result in acceptable low-pressure tests.

Warning: Although a BOP which exhibits

excessive top or side clearance between the rams
and the ram bores may pass the low-pressure
hydraulic test, the ram bores of such a BOP are
excessively worn, and the BOP should be
scheduled for reconditioning at the earliest
possible opportunity. Figure 23 Side clearance between the
ram and the ram bore is measured
with a feeler gage inserted at the
8. Connecting Rod Buttons horizontal centerline of the ram.

Connecting rod buttons may be overstressed by application of more than 1500 psi RAM
OPEN pressure to the BOP while the rams are holding bore pressure or when they are
prevented from opening fully by an obstruction. Overstress will be indicated by deformation
or cracking of the button.

Note: API RP 53 contains a recommended field acceptance test procedure for testing the
strength of the ram and the connecting rod button, to verify that both are in good
condition. To ensure against overstress during this test, operating pressure must never be
allowed to exceed or 1500 psi.

On the Class U BOP, the connecting rod button is integral with the connecting rod. Control
Flow, Inc. repairs the BOP operating pistons with damaged connecting rod buttons by
installing a threaded-in replacement button. Threaded-in connecting rod buttons have a
preparation for installation and removal with a spanner wrench and are locked in place with
thread-locking compound.

Use a machinist's square to visually inspect connecting rod buttons for deformation (Figure
24). Use dye penetrant methods to inspect connecting rod buttons for cracks. Pay particular
attention to the junction of the head and the neck of the button and to the junction of the
neck with the connecting rod.

Proprietary Information of Control Flow, Inc. ** Pg 14 **

8. Connecting Rod Buttons, continued

Thread-in connecting rod buttons which are cracked or deformed

must be replaced; they must not be returned to service.
Operating pistons with integral connecting rod buttons which
are cracked orvisibly deformed should be returned to a Control
Flow, Inc. or an authorized repair facility for repair. Such pistons
must not be returned to service until they are repaired.

9. Components with Plated, Overlayed, or Coated Surfaces

9.1 Components with Chrome Plating and Colmonoy

Figure 24 Using a
Overlay
machinist's square to
visually check a connecting
Operating piston rods have a Colmonoy overlay. Ram r o d button for
change piston rods are chrome plated. The bore of most
operating cylinders and the bore of most ram change cylinders are chrome plated.

Measurement of the diameter of plated or overlayed components is not necessary to

determine serviceability. Although plating or overlay can be damaged, the hard
surfaces will not wear appreciably. Any damage will be readily visible without
measurement.

Plating or overlay in areas damaged by scraping or by

impact (Figure 25 and 27) may eventually chip or peel.
Since both chrome and Colmonoy are harder than most
steels, a component with damaged plating or overlay
will severely damage seals and other surfaces over
which the damaged plating or overlay passes. Hard
particles (such as sand, rust, and chips of chrome or
Colmonoy) in the operating fluid will damage seals and
cylinder bores.

Whenever damage to plating or overlay is detected, the

component must be replaced or repaired before the unit
is returned to service. Minor damage to plating or
overlay can quickly grow with repeated operation of the Figure 25 Even minor
BOP, eventually resulting in major damage to other damage to plating or overlay,
components. Damaged components should be returned such as this damage to
to a Control Flow, Inc. or an authorized repair facility overlay caused by impact,
for possible repair. All seals that have been in contact may lead to chipping or
with damaged plating or overlay must be replaced, and
all other components which have been in contact with the damaged plating or
overlay must be carefully inspected.

9.2 Components with PTFE Coating

PTFE coating is used on the ID of some ram change cylinders and operating
cylinders.

Proprietary Information of Control Flow, Inc. ** Pg 15 **

9. Components with Plated, Overlayed, or Coated Surfaces, continued

9.2 Components with PTFE Coating, continued

Inspect the cylinder ID for areas which are rough, corroded, or otherwise damaged.
Cylinders with coating worn through in one or more areas may be returned to
service if the exposed surface and the adjacent coating are smooth and free from c
orrosion. If the PTFE coating is rough, the
exposed surfaces corroded, or scratches
penetrate the coating, the cylinder
should be returned to a Control Flow, Inc.
or an authorized repair facility for repair.

10. Piston Heads

10.1 General

Piston heads of the bronze overlay type are used

on all U BOP ram change pistons and on some U Figure 26 Bronze overlay type piston
BOP operating pistons. All other piston heads are heads, such as this ram change
of the lip seal and bearing ring type. If a piston piston head, use 0-rings for sealing.
head is scored, galled, or otherwise d a m a g e d ,
the cylinder should be carefully inspected (see Section 9).

Warning: Damage to piston heads is abnormal. If piston heads are damag,

the cause of the scoring, galling, or other damage must be found and
corrected before the BOP is reassembled.

10.2 Bronze Overlay Type Piston Heads

Piston heads of the bronze overlay type (Figure

26) do not wear appreciably in normal service.
0-rings are used to seal this type of piston head.
The edges of the 0-ring groove must be free of
burrs. Damaged plating in the ram change
cylinders or hard particles in the operating fluid
may cut longitudinal grooves in the piston head
which allow the 0-ring to extrude (Figure 27). Figure 27 Longitudinal grooves in this
Piston heads with longitudinal grooves piston head were cut by damaged
deeperthan 0.030 inch and wider than 0.060 I plating. Grooves deeper than 0.030
nch must be repaired before being returned to inch and wider than 0.060 inch can
service. Pistons with damaged heads should be allow the 0-ring to extrude.
returned to a Control Flow, Inc. or an authorized
repair facility for possible repair.

10.3 Lip Seal and Bearing Ring Type Piston Heads

On lip seal and bearing ring type piston heads, the non-metallic bearing ring
prevents contact between the piston head and the cylinder (Figure 28). In normal
service and with the bearing ring intact and undamaged, the piston head should
experience no wear.
Proprietary Information of Control Flow, Inc. ** Pg 16 **
10. Piston Heads, continued

10.3 Lip Seal and Bearing Ring Type Piston Heads, coninued

A bearing ring must be replaced if any of the following conditions are present:

(1) The bearing ring is cracked or scored.

(2) Foreign particles are imbedded in the bearing ring.

(3) The bearing ring stands out less than 0.015 inch (approximately 1/64") from
the head of the piston. Standout may be measured with a machinist's scale
or a caliper (Figure 29).

A gap of at least 1/8 inch is required between the ends of the bearing ring, to allow
for thermal expansion. The gap should be measured with the ring wrapped tightly in
the ring groove, to correspond with the installed position of the ring (Figure 30).

Figure 28 A lip seal and bearing

ring type piston head, on an
operating piston.
Figure 29 Measuring the
standout of a bearing ring. A
minimum standout of 0.015
inch is required.
Figure 30 Measuring the
expansion gap in a bearing ring,
with the ring wrapped tightly in
the ring groove. A gap of at least
1/8 inch is required.

11. Through Bores and Counterbores

11.1 General

Through bores and counterbores in the bonnets and intermediate flanges will not
wear in normal service, but they can be damaged by corrosion or by chipped or
peeling plating on the piston rods running through them.

Inspect the bonnets and the intermediate flanges for corrosion and mechanical
damage to the through bores through which the ram change piston rods, the
connecting rods, and the tail rods pass. Rough or damaged surfaces should be
smoothed to a 125 RMS or better finish.

Proprietary Information of Control Flow, Inc. ** Pg 17 **

11. Through Bores and Counterbores, continued

11.1 General, continued

Check the clearance between the through bore or counterbore and the rod or
piston. The clearance should be determined by separate micrometer measurements
of the bore and the rod or piston. The maximum allowable diametral clearances are
as follows:

Tail Rod Bore in Bonnet: 0.020 inch

Connecting Rod Bore In Intermediate Flange: 0.020 inch
All Other Bores In Bonnet and Intermediate Flange: 0.020 inch

If scoring, galling, corrosion, or other damage has increased the clearance in a bore
beyond the allowable value, the bonnet or intermediate flange should be returned to
a Control Flow, Inc. facility for repair. This damage must be corrected before the
unit is returned to service. In the case of mechanical damage, carefully inspect the
piston rod (see Section 9, "Components with Plated, Overlayed, or Coated
Surfaces").

11.2 Sealing Surfaces

Carefully inspect sealing surfaces in the intermediate flange for corrosion and
mechanical damage. The required surface finish is 63 RMS. If sealing surfaces are
corroded or otherwise damaged, the intermediate flange should be returned to a
Control Flow, Inc. or an authorized repair facility for repair. This damage must be
corrected before the unit is returned to service.

12. Ram Locking Devices

12.1 Wedgelocks

WEDGELOCK HOUSING: The tail rod bore and the plated portion of the wedge
piston bore in the Wedgelock housing must be free from galling, cracks, and
corrosion. Damaged Wedgelock housings should be returned to Control Flow, Inc.
or an authorized repair facility for possible repair.

WEDGE PISTON: The OD of the wedge piston should be inspected for galling and
corrosion. Remove raised edges, and polish the OD of the piston to a 63 RMS finish,
with the exception of scratches and other blemishes which are below the
surrounding surface.

The locking surface of the wedge piston is the surface which bears against the end
of the operating piston tail rod or tail rod extension, to lock the rams. The locking
surface must be free from galling. Remove raised edges, and polish the
locking surface to a 63 RMS finish, with the exception of scratches and other
blemishes which are below the surrounding surface.

Warning: Do not remove metal in order to clean up blemishes which are

below the surrounding surface of the wedge piston.

Proprietary Information of Control Flow, Inc. ** Pg 18 **

12. Ram Locking Devices, continued

12.1 Wedgelocks, continued

Inspect the 0-ring groove on the end of the wedge

piston for damage such as scoring, corrosion, or a
rolled-over edge. Such damage must be corrected.

The thin sections at the tail rod through bore in the

wedge piston should be checked for cracks, using
dye penetrant methods (Figure 34). Wedge pistons
which have visible cracks must be replaced.

The locking cylinder bore of the wedge

piston must be free from scoring, galling,
Figure 31 The neck of the wedge
and corrosion. Wedge pistons with piston must be free from visible
damaged bores must be replaced. cracks.

LOCKING PISTON: Inspect the head of

the locking piston for scoring, galling, and
corrosion (Figure 31). Remove raised
edges, and polish the locking piston OD to
a 63 RMS finish, with the exception of
scratches and other blemishes which are
below the surrounding surface.

Warning: Do not remove metal in

order to clean up blemishes which
are below the surrounding surface of
the locking piston. Figure 32 Inspect the head of the locking
piston for scoring, galling, and corrosion.
If the head of the locking piston is dam
aged, inspect the bore (the locking cylin
der) of the wedge piston for damage.

GENERAL: The wedge piston must slide

freely within the Wedgelock housing, and
the locking piston must slide freely into
the wedge piston. This check of the as
sembly should be made with the 0-rings
removed. Figure 33 The tail rod extension of the U
BOP extends through the wedge piston
U BOP TAI L ROD EXTENSION: On the U when the rams are fully open.
BOP, the tail rod extension of the
operating piston extends through the wedge piston when the rams are fully open
(Figure 33). If the Wedgelocks are actuated before the rams are fully closed, the tail
rod extension may be scarred by the wedge piston. Remove raised edges, and
polish the tail rod extension to a 63 RMS finish, with the exception of scratches and
other blemishes which are below the surrounding surface.

Proprietary Information of Control Flow, Inc. ** Pg 19 **

12. Ram Locking Devices, continued

12.1 Wedgelocks, continued

Warning: Do not remove metal in order to clean up blemishes which are

below the surrounding surface of the tail rod extension.

SEQUENCE CAP: Internal components of the sequence cap must show no sign of
corrosion, wear, or mechanical damage. Components which are damaged, worn, or
corroded must be replaced.

12.2 Ram Locking Screws

Inspect the ram locking screws for damage from bending, impact, and corrosion.

Screws which are bent must be straightened or replaced. Use a file to remove upset
metal from threads damaged by impact. Run the entire length of each screw
through the locking screw housing, in order to ensure proper operation.

13. Care and Maintenance

13.1 DAILY OR TRIP CARE: All blowout preventers should be operated daily. Many
owners require that they be operated at the beginning of each tour. Blind rams
should be operated every time pipe is out of the hole. Pipe rams should not be
closed except when pipe is in the blowout preventer, to avoid extruding the packer.

If operation of the rams requires more than 500 psi control pressure when there is
no pressure in the well bore, the cause should be determined and remedial
measures taken.

13.2 CARE BETWEEN WELLS: Whenever a blowout preventer is removed from a drilling
hookup, it should be carefully cleaned, the rams should be removed, cleaned,
inspected and lubricated, Also, the ram bore should be cleaned, inspected and
lubricated. Any burrs or galled spots should be smoothed. Rams may be stored in
the blowout preventer or separately. The operating system should be thoroughly
flushed to remove sediment or foreign material.

The Class U Blowout Preventers should be transported with rams closed and locking
screws run in to avoid accidental bending of the locking screws.

13.3 PERIODIC OVERHAUL: Annually, or more often depending on the type of service, a
preventer should be completely dissassemblied and all parts cleaned, inspected and
reconditioned or replaced. All rubber seals should be replaced except ram packings
which should be replaced according to condition. Any metal parts which show
damage, such as scored pistons or cylinders, should be replaced or repaired.
Blowout preventer parts in some cases can be repaired; however, this should be be
done only at a Control Flow, Inc. repair shop or under supervision of Control Flow,
Inc. personnel. After the blowout preventer is rebuilt, the body should be tested to
maximum rated working pressure and the operating system to 4500 psi.

Proprietary Information of Control Flow, Inc. ** Pg 20 **

13. Care and Maintenance

The Class U Blowout Preventer has been designed especially for ease of field
servicing and reconditioning. Ram change pistons and cylinders, and operating
pistons and cylinders can be quickly replaced on location, providing a completely
rebuilt bonnet assembly.

13.4 TESTING: At regular intervals, weekly if possible, the complete drilling hookup and
choke manifold should be tested for pressure holding ability and correct operation.
Blowout preventer, operating unit and all control piping should also be pressure
tested and inspected. Pipe rams should not be closed except when pipe is in
the blowout preventer, to avoid extruding the packing.

Note: Failure can result to some of the components if the Class “U” Blowout
preventer is locked in and inadvertently operated with maximum hy
draulic operating pressure and maximum working pressure in the body
cavity.

13.5 LUBRICANTS:

a. Ram lubricant: Any water resistant grease or heavy oil can be used as a ram
and ram bore lubricant.

b. Thread lubricant: Metallic Zinc Base Grease should be used.

13.6 STORAGE: When a blowout preventer is put in storage, the rams should be
removed and the blowout preventer thoroughly cleaned, all moving parts greased,
and all machined surfaces oiled and greased, particularly the ram bores and the
flange ring grooves. Preferbly, the blowout preventer should be provided with flange
protectors. BOPs in storage should have the operating system full of light weight oil.
Packed rams should not be stored out of doors. (See Section16.)

13.7 SPARE PARTS: It is recommended that spare drill pipe rams plus replacement
packers and top seals for all sizes of rams being used be kept at the rig. Other
spare parts, recommended for a year of operation, are shown in the table below.
Spare parts are available from Control Flow, Inc.

14. Cold Weather Operation

The operation of the Class U Blowout Preventer is sub-zero temperatures requires special
precautions not normally necessary in the more temperate climates such as that of the Gulf
Coast area. Some of these precautions are:

14.1 The blowout preventer should be kept as warm as possible as the rams are
susceptible to freezing in place since water-base drilling fluids freeze quickly and
solidyly when they come to rest at such temperatures.

14.2 Lubricants should be selected on their low temperature properties since some
lubricants congeal at sub-zero temperatures and prevent the operations which they
were intended to facilitate.

Proprietary Information of Control Flow, Inc. ** Pg 21 **

14. Cold Weather Operation

14.3 Avoid impact loads on rubber parts as they become very brittle and may shaffer.

14.4 Use metallic hose in lieu of rubber hose hue to rubber embrittlement.

14.5 Light hydraulic oil should be used in the Class U Blowout Preventer hydraulic system
since some medium-weight oils become semi-solid at temperatures in the neighbor
hood of fifty degrees below zero.

14.6 Keep the equipment clean and free of water-based fluids where at all possible.

14.7 Operate the equipment as frequently as possible.

14.8 Water is satisfactory operating fluid provided a soluble oil is used for corrosion
protection and sufficient antifreeze is added to prevent freezing.

15. Assembly Procedure

15.1 Place the two ram change piston rod o-rings in the intermediate flange piston rod
bores. Place the operating piston rod o-ring in the central bore. Install the plastic
packing ring and the energizing ring. In 10,000 and 15,000 psi wp BOPs only,
install the back-up ring. Then install the lip seal, retainer washer and snap ring
combination. Place the ram change piston rod o-rings on rods. Screw the ram
guide pins into the intermediate flange. Tighten with a small pipe wrench.

15.2 Slip the ram change pistons and through the intermediate flange. The threads on
the end of each rod are different and must match the threads in the body. Note
holes through the piston which screws in open side. Tighten the rods securely
against body, using a crescent wrench on flats provided. Place o-rings on ram
change pistons. Note the tool for handling intermediate flange made by welding
studs on the back of a 1” NPT pipe plug.

15.3 Install the cylinder o-rings and on the ram change cylinders. Slip the cylinders over
the pistons and seat them into the intermediate flange.

15.4 Place the operating piston o-ring on the operating piston. Push rod end of the
piston through the intermediate flange. At this point it will be helpful to place a
wood block between the intermediate flange and the body.

15.5 Place the operating cylinder o-rings on the operating cylinder. Slip the cylinder over
the piston and seat it into the intermediate flange.

15.6 In the bonnet insert the lip seal ring and wiping o-ring. Handling with a lifting eye,
guide the bonnet onto the tail rod, over the cylinders and against the intermediate
flange. (To guide the tail rod through the hole in the bonnet, it is possible to screw
a 1”-8NC stud into the end of the tail rod. This stud will extend through the bonnet
and provide a handle.) Install the cap screws to assemble the intermediate flange
to the bonnet.

Proprietary Information of Control Flow, Inc. ** Pg 22 **

15. Assembly Procedure, continued

5.7 Insert the bonnet bolts through the bonnet and the intermediate flange. Push the
bonnet bolt o-ring over the bonnet bolt threads onto the undercut. Thoroghly grease
the bonnet seal ring and groove in face of the intermediate flange. Place the seal
ring in the groove.

5.8 Screw the plastic packing check valve all the way into preparation in the
intermediate flange. Insert one stick of packing. Partially force plastic packing
into place with the plastic packing screw. Do not build up a high pressure in the
packing. Install a 1” NPT pipe plug to close the hole. Install the bleeder gland
with plug in the bonnet.

15.9 Install the studs in the bonnet. The short threaded ends screw into the bonnet.
These studs can be tightened with a small pipe wrench used close to the bonnet.
Install the locking screw into the locking screw housing.

15.10 Install the locking screw housing over studs with flats on the housing flange vertical.
Install and tighten the locking screw housing nuts.

15.11 Screw the lifting eye normally carried in top of the bonnet into the rams. Set
assembled ram onto the operating piston rod.

15.12 After assembling both bonnets, applying hydraulic pressure to rams “open”
connection to close bonnets. Screw in and sledge up the bonnet bolts.

16. Storing and Aging of Rubber Goods

16.1 General

There is very little published information on the storage and care of rubber goods as
used in the oil field. The term rubber goods includes synthetic packings of Nitril
Copolymers and Neoprene as well as natural rubber parts. Natural rubber parts
have become relatively rare, but the same things that are harmful to natural rubber
are also harmful to synthetics in varying degrees.

Generally speaking, light and air are bad for rubber goods. The exact chemical
action is not fully understood and what has been written by various writers is not in
agreement on the mechanism involved.

Ozone is known to be bad for rubber goods. Ozone is a very active form of oxygen.
As far as we know two principal sources contribute the ozone that reaches rubber
goods. One is atmospheric ozone which is generated in the stratosphere, carried
downward by convection currents and eventually absorbed by organic matter. The
other source is electrical discharges, such as lightening, high voltage corona, but
more commonly, electrical machinery. Ozone attack is characterized by fairly deep
cracks in the rubber parts.

Rubber is attacked by ordinary oxygen much as steel rusts in the presence of

oxygen. Oxidation is characterized by a hard skin which eventually crazes in a
multitude of small cracks and may turn chalky or assume a bark-like appearance.
Proprietary Information of Control Flow, Inc. ** Pg 23 **
16. Storing and Aging of Rubber Goods, continued

16.1 General, continued

Astrong direct light, especially sunlight, has deleterious effects on rubber goods.
This is attributed to the ultraviolet content of the spectrum which accelerates
cracking. Whatever the mechanism, however, light, particularly sunlight, is
undesirable.

In extreme cold climates some rubber goods will become so brittle that upon
dropping or rough handling they will shatter.

In very warm humid climates, particularly those found in parts of the tropics, fungi
and bacteria find their way to the rubber goods and attack the organic content.
This is especially true on duck reinforced rubber parts. However, parts reinforced
with synthetic fabrics will not be attacked in the reinforcement.

Heat also has a bad effect on rubber. This could be the result of sunlight or artificial
heating of any type. Heat results in a gradual hardening of the part and, if ozone or
oxygen is present, will accelerate their action.

Any stretching or bending of rubber in storage will result in very accelerated aging.
The term aging means the cumulative effects of all the above mentioned attacking
agents over a period of time. Ozone attacks rubber preferentially at points of strain.

Rubber goods, both natural and synthetic, all possess some degree of susceptibility
to various solvents including water, but especially the liquid hydrocarbons. These
materials cause swelling or shrinkage of the rubber goods with which they are in
contact.

No precise figure can be given as a “storage life” of a part. It is dependent on all of

the above conditions and also the size of the part, its material and function.
Generally speaking, the greater the relative surface area is to the volume, the more
susceptible a part is to being rendered useless by aging. For example, a relatively
bulky part, such as a ram front packer, might be expected to have a much longer
useful shelf life than and thin large diameter o-ring type of seal such as used on the
bonnet seals of preventers.

16.2 Storage

From the preceding section a few rules governing storage of rubber goods can be
drawn. Briefly put – a cool, dry, dark storage place would be the best that could
normally be managed. The ideal would be to store the packings in vacuum sealed
containers. The following rules, however, should not be difficult to follow under the
average storage conditions experienced by vendors or users of oil field equipment.

a. Keep the rubber storage area as dark as possible – certainly not out of doors
and, if indoors, away from sky lights or windows and with subdued or
indirect artificial lightening.

Proprietary Information of Control Flow, Inc. ** Pg 24 **

16. Storing and Aging of Rubber Goods, continued

16.2 Storage, continued

b. Select the coolest location possible and be sure that no heaters or stoves are
nearby and particularly that the direct blast from a space heater does not
blow on the rubber parts

c. Be sure that no electrical machinery (motors, switch gear, or any high

voltage equipment producing corona) is near the rubber goods and that
drafts will not carry the atmosphere from electrical machinery to the area in
which the rubber goods are stored.

d. The practice of first in first out is essential to rubber goods. There is a

natural tendency to remove parts from the front of the bin and when stock is
replenished to leave the parts that are in the back in place, in which case
years might pass before these are finally pulled out for use.

e. Store rubber goods in a relaxed position. For example, do not hang o-rings
on nails. Where possible, do not keep assemblies in stock where the rubber
goods are stretched in order to assemble them on the part; for example,
o-rings on glands, BOP testers and operator parts.

On items where the rubber is stressed, periodic inspection should be

employed to detect any signs of aging as quickly as possible.

On parts where there is known the rubber parts will be stretched in storage,
the best age resistant compounds obtainable should be used.

f. Keep storage as dry as possible and remove any oil, grease or other foreign
material that may accidentally get on the rubber.

g. Do not store the rubber goods on top shelves near galvanized roofs. There
are several reasons for this – one is that heat is passed through galvanized
roofing and also there is some opinion that ozone may be generated in this
area.

h. If possible, store rubber goods in buildings of wooden construction and on

wooden shelves. Wood is believed to scavenge ozone quite effectively.

i. If storage for extended periods is unavoidable, sealed containers will aid

considerably; impervious surface coverings such as “seal-peel” or waxing will
help.

16.3 Usability Checks

No general rule can be drawn regarding usability. The final measure is whether or
not the cumulative effects of aging have affected the physical properties of the part
to such an extent that it will no longer perform the function for which it is designed.
Thus, a large heavy part might suffer the same total amount of aging as a small,

Proprietary Information of Control Flow, Inc. ** Pg 25 **

16. Storing and Aging of Rubber Goods, continued

16.3 Usability Checks, continued

light, thin piece, and still be useable, whereas the small part is rendered useless. In
these cases some judgment must be used in deciding useaility. Prior to use out of
stock, rubber goods should be examined to see that no chalking or barking is
present, that there is not a hard skin on the rubber and that there are no cracks.
Sometimes cracks will be obvious; stretch or bend the part in question so that any
incipient cracks or very thin cracks will reveal themselves. Where a part is suspect,
a check of hardness should be run. In the event that the hardness runs 15 points
higher than the nominal hardness of the part, it is considered non-usable. Hardness
is affected by temperature and readings should be taken with the rubber part at
70O – 100OF.

Proprietary Information of Control Flow, Inc. ** Pg 26 **

 World Headquarters
9201 Fairbanks N. Houston Road / Houston, Texas 77064
P.O. Box 40788 / Houston, Texas 77240-0788

Bolt Torque Specifications

For
Control Flow Products

1.0 Recommended Nut Tightening Procedure

1.1 Hand tighten all nuts.

1.2 Tighten bolting in following

manner, see Figure IV
(Reference Only):

1.2.1 Tighten two (2) bolts

180 apart to 10% of
recommended torque.

1.2.2 Rotate in clockwise

rotation 45 and tighten
next two (2) bolts 180
apart to 10% of
recommended torque.

1.2.3 Locate bolt adjacent to

the third from last bolt
tightened. Tighten it
and the bolt 180
opposite to 10% of the Figure IV
recommended torque.

1.3 Repeat 1.2 until all bolts have been tightened to the 10% recommended torque.

1.4 Repeat 1.2 increasing to 60% of torque.

1.5 Repeat 1.2 increasing to full recommended torque.

Tel. (281) 890-8300 U.S. WATS (800) 231-9922

Fax (281) 890-3947 www.controlflow.com
E-Mail: sales@controlflow.com www.westech-cfi.com
 Bolt Torque Chart For Control Flow Products

2.0 Recommended Flange Hex Nut Torque

Studs with Sy = 80 ksi (B7M) Studs with Sy = 105 ksi (B7)

Bolt stress = 40 ksi Bolt stress = 52.5 ksi
Make-Up Make-Up
Bolt Size/Hex Tension lbf. Tension lbf.
Torque ft. lbs. Torque ft. lbs.
7/8 - 9 NC x 1 7/16" Hex 18482 239 24257 313
1"-8UN x 1 5/8" Hex 24229 361 31800 474
1 1/8"-8UN x 1 13/16" Hex 31617 522 41497 686
1 1/4 "-8UN x 2" Hex 39987 726 52483 953
1 3/8"-8UN x 2 3/16" Hex 49339 976 64757 1281
1 ½"-8UN x 2 3/8" Hex 59672 1277 78320 1676
1 5/8"-8UN x 2 9/16" Hex 70988 1635 93171 2146
1 3/4"-8UN x 2 3/4" Hex 83284 2054 109311 2695
1 7/8"-8UN x 2 15/16" Hex 96563 2538 126739 3331
2"-8UN x 3 1/8" Hex 110824 3093 145456 4060
2 1/4"-8UN x 3 ½" Hex 142290 4435 186755 5821
2 1/2"-8UN x 3 7/8" Hex 177683 6116 233209 8028
2 5/8 - 8 UN 196852 7097 258368 9314
2 3/4"-8UN x 4 1/4" Hex 217003 8176 284817 10731
3"-8UN x 4 5/8" Hex 260250 10653 341578 13982
3 1/4"-8UN x 5" Hex 307424 13585 403495 17830
3 3/4"-8UN x 5 3/4" Hex 413554 20967 542790 27519
3 7/8"-8UN 442541 23157 580834 30393
4"-8UN x 6 1/8" Hex 472509 25194 620168 33461

Note: It is recognized that applied torque to a nut member is only one of several ways to approximate
tension and unit stress in a stud bolt. Tabulated values are presented for convenience and guidance
only.

Rev. A August-2013 Page 2 of 2

Notes

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Proprietary Information of Control Flow, Inc. ** Pg 27 **
CONTROL FLOW, INC.
Headquarters & International Offices

Control Flow, Inc. Headquarters

9201 Fairbanks N. Houston Rd. (77064-6206)
P. O. Box 40788, Houston, Texas 77240-0788
Phone 281-890-8300 / Fax 281-890-3947
mailto:sales@controlflow.comToll-free 1-800-231-9922
E-Mail sales@controlflow.com
Website www.controlflow.com

Control Flow, Inc. Sales, Rental & Repair

125 N. Sunnylane (73160)
P. O. Box 6978, Moore, Oklahoma 73153
Phone 405-799-4481 / Fax 405-799-4484

CFI International
c/o Control Flow, Inc. U.S.A.

Control Flow, Inc. Mo-Comp Division

9201 Fairbanks N. Houston Rd. (77064-6206)
P. O. Box 40788, Houston, Texas 77240-0788
Phone 281-890-8300 / Fax 281-890-3947
mailto:sales@controlflow.comToll-free 1-800-231-9922
E-Mail sales@controlflow.com
Website www.controlflow.com

WesTech/HMD
1220 East 29th Street, Signal Hill, California 90755
Phone 562-528-3300 / Fax 562-988-0351
E-Mail sales@westech-cfi.com
Website www.westech-cfi.com / westech.com

Control Flow Incorporated S. de R. L. de C.V.

Calle 33 No. 58, entre 42 X 44, Colonia Tila, c.p. 24170
Cd. del Carmen Campeche, Mexico
Phone 52-938-3825599 & 2861704 / Fax 52-938-1310135
E-Mail gerencia@controlflowmexico.com
E-Mail gerencia@cfimexico.com