- GENERAL SERVICE MANUAL NATIONAL DRAWWORKS NATIONALE 1 ») aE | Cnr Pe 14 Box 4638 Houston, Texas 77210-4638NATIONAL-OILWELL FOREWORD This manual is published as a general guide for the normal care and operation of your NATIONAL- OILWELL Drawworks. Because of the many factors which normally contribute to the proper function or malfunction of this machinery, and not having complete knowledge of each factor or combination of factors, we cannot detail all facets of this subject. We, therefore, confine the scope of this presentation; and when situations encountered are not fully encompassed by complete understandable instructions - these situations must be referred to NATIONAL-OILWELL, When other than routine maintenance or servicing is necessary, it can be most efficiently performed if unit or primary component is removed from service to an area of adequate space where an over-head crane, hydraulic lif, bearing pullers, impact tools, shelter, etc., are available and readily accessible. The dimensions and tolerances specified in this publication are those desirable for the most efficient operation of the Drawworks. When components become worn or when new parts are introduced into a worn unit, it may not be possible or economically feasible to re-establish such strict alignment and correct all dimensional deviations. Improvements in design, engineering, materials, production methods, etc., may necessitate changes in the Drawworks resulting in inconsistencies between the contents of this publication and the physical equipment, NATIONAL-OILWELL reserves the right to make these changes without incurring any liability or obligation beyond that stipulated in the purchase contract. The pictures, photographs, charts, diagrams, drawings, written contents and specifications contained herein are not to be construed as giving rise to any warranty on the part of NATIONAL- OILWELL. NATIONAL-OILWELL makes no warranty, either expressed or implied, beyond that stipulated in the purchase contract, Acavtion & Exercise safety in all performances, do not ignore any cautions, notes of warnings; use only approved methods, materials and tools. Do not permit any function of questionable safety because accidents are caused by unsafe acts and unsafe conditions. SAFETY IS YOUR BUSINESS AND YOU ARE INVOLVED! ! ATTENTION ! Before performing any service function, be certain thatthe unit is separated from the power source oF thatthe power source is Iocked-outt prevent any form of energy from entering the equipment, ‘This would include electrical or mechanical energy, into or from the prime/mover(s); pneumatic energy from the compressor/ai system, ete. The raveling equipment should be suspended from the hanging line and the mechanical brake released to insure there is 20 load on the drum that may cause unintended rotation. The sub-assemblies of the unit represent massive weights and must also be suspended before being released form operating. Awarninc AA Failure to observe the WARNINGS, CAUTIONS and NOTES in this publication or various industry publications can result in property damage, serious bodil injury or even death!INTRODUCTION Aseria! number is assigned to each drawworks and any inquiries concerning the drawworke in your Possession must include reference to this serial number, The serial number is stamped on the drawworke identification plate; on the frame near the spinning cathead, and again on the corner of the skid at the drillers end. A separate illustrated parts list is provided for ordering replacement parts. It contains any modifica- tions which may have been incorporated after this manual was written, NATIONAL OILWELL reserves the right to change specifications of subsequent production units of this equipment without incurring liability for such change on previously built equipment, Copies of this manual are furnished with each new drawworks at time of shipment on a “‘no charge” basis. Additional or replacement copies may be purchased. - TABLE OF CONTENTS Page INSTALLATION ——— se . . owe 8 thru 7 LUBRICATION vo 9 thru 13 CONTROLS AND AIR SYSTEM... csc 18 thru 30 MAINTENANCE... --81 thru 50 SPECIFICATIONS... 51 PRESERVATION OF MACHINERY. ee wwe: 58 thru 57 RECOMMENDED SPARES .. ...59 thru 61 DRAWWORKS 55 DRAWWORKS - — 63 thru 73 80-B/UE DRAWWORKS . : _ sonst TS thee 89 110-M/UE DRAWWORKS ..... —— ve sonevesenen Ol thr 105 120-M/UE DRAWWORKS 107 thru 122 1625-M/DE DRAWWORKS ....... : o sonar 28 thew 138INSTALLATION Factory Testing. ene Material Check 5 Foundation Drawing —— ann 5 Assembly and Alignment — Drawworks ..... — = 5 Alignment — Rotary Table... eon 6 Assembly and Alignment— Rig Drive —_... = ee 6 —— 6 Lubrication —-. a = First Running .. es General Inspection _... —YINSTALLATION Recommendations for rig-up, operation and main- tenance of NATIONAL drilling rigs are based on the knowledge and experiences of NATIONAL field engineers and a number of drillers and tool pushers. Following these recommendations will result in better overall rig performance and in- creased equipment operating life. FACTORY TESTING At the factory the complete drawworks is care fully leveled and aligned, the joint plates and dowel pins welded in place, the joint bolts inserted, and the drawworks test run. All mechanical and air control systems, the lubrieation system and all brakes and clutches are test operated and checked. Each drawworks functions perfectly before it is released for delivery to user Guards cover all moving parts, These guards serve several purposes; for example, they serve as enclosures for the oil lubrieation system, pro- vide safety for personnel, and prevent foreign fevial from getting into the ‘working parts. Keep guards bolted in place when the drawworks is in operation. seep inspection doors closed ex- cept when lubricating or inspecting. MATERIAL CIIECK A general check of all materials shipped to the rig-up site should be made as soon as possible to determine if any damage has occurred during shipment. Visual inspection should be made of all skids, guards and other equipment that is unprotected and which could receive a blow dur- ing shipment. Damage should be inspected in the light of what might have Leen damaged but not immediately apparent from outside inspection. Any damage should be immediately corrected. It is much easier to correct damage to piping, skids, etc., while the individual units ave on the ground than after the unit has been set on the substruc~ ture. “Any damage to the main skids would um- doubtediy cause errors in alignment if they are rigged up without correction. Small items that are boxed separately for shipment should be ex- amined for rough handling to make sure the parts are not damaged or lost. FOUNDATION DRAWING A foundation drawing is furnished for every rig to coordinate installation of various components All dimensions, clearances, positions, ete. of the equipment ave shown on.this drawing, It is used by the substructure manufacturer to build his substructure. If the rig is enclosed this same drawing is Used by the house manufacturer to design the house, This drawing is the key to a rig up. ‘The main dimensions on a foundation plan are the well centerlines. .All pertinent dimensions tsed at rig up are shown on the foundation plan and are dimensioned relative to the centerlines of the well an example, after the substructure is erected the first thing needed is the distance from the centerline of the well to the drum shaft, ‘This is given on the foundation plan. It also shows the distance of the drawworks either side of the cen. terline of the well (to the driller’s side, to the rotary side). ll dimensions needed to locate any. given piece of equipment will appear on the Foundation plan, -MBLY & ALIGNMENT — DRAWWORKS Most NATIONAL drawworks are sectionalized to facilitate transporting. Each section should be handled separately. Do not attempt to lift sections dowelled together.’ When sections are assembled on substructure, place dowel pins all the way into their mating plates and draw up tight, with the large bolts provided for this purpose. The as sembled drawworks should be skidded using jacks during final positioning operations. Align the assembled drawworks with the center- line of the well to dimensions shown on the foundation drawing. The front and rear base beams of drawworks frame are marked with arrows to show the centerline of well. Do not confuse the two marks on the front of the draw works. One of these marks the centerline of the well and the other marks the centerline of the drum, Both centerlines appear on the foundation drawing and care should be taken that the center- line of the well is used. Secure the drawworks to the substructure. If rods and turnbuckles are used, place one at each end of the drawworks, under the drum shaft bear- ing supports. Use 114” turnbuckles or larger. Most installations will require that these turn buckles be cut and a 114” rod welded in to make them long enough to reach into the drum section and down to the substructure. This allows the drum section to be held tightly against the sub- structure to prevent vibration during hoisting operations. ‘The drawworks skid beams should be tied to the Substructure beams with clamp plates, as bolts require drilled holes in the beams, NOTE: On permanent installations (offshore rigs) the draw- ‘works beams can be welded to the substructure. If substructure steel is not flat and true, shim- ming should be used between contact areas of the dvawworks skid beams and the substructure beams. Precaution should be taken so as not to distort the drawworks frame when tying down, since factory alignment was made on a level true plane surface. Particular attention should be given to good, even support under the auxiliary brake zone of the drawworks frame. Install all inter-connecting, pre-aligned, air, oil, and water lines; mechanical linkage and roller chains. Avoid pockets or bends in air lines whieh may accumulate moisture. Contral devices willcompensate for moderate pipe leakage but loss of air causes unnecessary demand on the air supply. NOTE: When rigging down, all inter-connecting lines should be re-plugged, capped, or taped, to keep free of dirt and other foreign matter. ALIGNMENT — ROTARY TABLE The rotary table should be installed with the cen- ter of the table opening aligned with the center~ line markings on the substructure, This can usually be done by inserting a board in the square of the table and laying out the accurate center of the opening. This line can be extended until it intersects the centerline of well arrows on the substructure, Securing the rotary table to the substructure ean be accomplished by several methods. On the most ‘common mounting the table is located by stops and tied down to the substructure with turn- buckles. Usually four 1/4” turnbuekles are used. Another method is one in which the table is free to move upward. For this installation, tall stops that allow about six inches of lift are used without tie downs. ‘The rotary drive chain length is not always speci- fied on the foundation plan. Therefore, install only the number of links of chain that will fit the Grive. It is not necessarily a tight chain as on the other drives throughout the drawworks and rig drive units. The guard, which is normally an oil bath guard type, should'be installed before the rotary table is set in place. ASSEMBLY AND ALIGNMENT — RIG DRIVE The approximate location of the No, 1 engine section can be determined from the foundation plan, However, due to manufacturing tolerances in the welded steel substructure, it is impossible to locate No. 1 engine sections by: dimension only Therefore, it is recommended that the No. i engine section be located an inch or two eloser to the drawworks than the dimensions ‘on. the foundation plan indicates. The drawworks drive sprockets should then be aligned accurately with a thin copper wire or a straight edge. After the No. 1 section is aligned to the sprockets, stops should be tacked to the outside substructure beams tight to the front engine frame skid. Also stops should be tacked underneath the engine skids to act as guides against the substructure so that the No. 1 section ean be jacked back in a straight line. After this is accomplished the drawworks drive chain should be installed, and, by measuring from the stops on the substructure to the front'of the No. 1 skid the engine frame can be jacked evenly until the drawworks drive chain is tight. This procedure will maintain the sprocket alignment which is extremely important as any misalignment leads to excessive chain, sprocket and bearing wear and materially adds to maintenance costs. Chain manufacturers have provided a measuring guide to proper chain tension which may be used where not established by factory alignment, As a general rule, when all chain slack is measured on one side of the sprocket, the vertical sag should not exceed two percent of the distance between shafts or sprocket centers. Due to the design of our section drive group, after the No, 1 section is aligned with the drawworks it is only necessary to remove the shipping covers from the compound guards and the necessary floor plate to get at the joint block bolts. After this the remaining sections can be pulled into place and the bolting of the sections together auto- matically brings them to the same alignment as when they were manufactured at the factory. If time has not been taken to dowel the No. 1 section to the substructure it is a good idea to tack the No. 1 section to the substructure so it is not pulled out of alignment when the remaining sections of the rig drive are installed. As in the ease of the drawworks, elamp plates rather than bolts are recommended for securing the engine frames to the substructure. Controt air lines are connected between engine frames by short jumper hoses. These hoses are located between the engine skids under the re- movable floor plate. The lubrication oil line for the oil spray pipes is connected by short jumper hoses located at the breaks in the compound guards above the floor plate. On rig drives equip- Ped with National hydraulic couplings it is neces- sary to connect the cooling water lines from the heat exchangers. This is done with a 3” Dresser sleeve coupling between each engine frame. WIRE LINE SPOOLING NAL drawworks feature large main drums step spirallel grooving. Assuming 8 lines strung and 90’ stands, less than three full layers of line will be spooled on the drum when the traveling or hook block is in its uppermost posi- tion, When stringing the blocks for the first time we recommend seven anchor coils be spooled on the drum when the elevators are in position to hoist pipe. LUBRICATION As soon as the drawworks has been completely assembled and ready for initial running, the fol- lowing steps should be taken 1, Lubricate all grease fittings per instructions outlined in Lubrication Section, 2. Make sure the oil sump is clean, then fill with oil — see Lubrication Section for oil specitica- tion, A bayonet type filler gauge is located in the sump for measuring the oil level. When the drawworks is running there should be suffi- cient oil in the reservoir to cover the strainers, 8. Check the chain lubrication by opening doors on the back of the drawworks, The spray system should deliver a stream of oil to all chains, mechanical clutches, and gears.FIRST RUNNING Operation of the drawworks is dependent on an adequate air supply for operation of the catheads and all air clutches. With the air compressor operating properly, blow-out all air lines supply- ing control cabinet, clutches and catheads, Fol- lowing this check to see that all air lines are open and gauges are active. The pressure gauge in the drawworks ‘control cabinet. marked. air supply should read approximately 110 psi, Open and close the control valves for the high and low drum clutches, the rotary drive cluteh, inertia brake, coring reel clutch, and both catheads, Listen for the exhaust of air from each clutch through the quick release valve when the control valve is closed. Do not operate the drawworks unless these quick release valves work properly. All air clutches on the drawworks are controlled by pressure graduating type air valves. Engage air clutches with an even motion of the control valve lever to the “ON” position. Abrupt engage- ent of air clutches causes excessive loading on shafts and chains. Too slow engagement will over-hent clutch elements due to excessive slip- page. Hand operated clutches should be actuated with the same smooth engagement and feel as the foot operated eluteh of an automobile. To. be sure air gets into and out of the clutch quickly. keep the regulating valve and release yalve in good condition. Air clutches should be inspected periodically for lining wear. Refer to Maintenance Section for allowable lining wear on NATIONAL clutches. GENERAL INSPECTION When the drawworks is moved from one location to another, or taken from storage into the field, every precaution should be taken to insure the equipment is in first class operating condition, These suggestions will be helpful and may sug- gest others to the crew, Check alignment of sprockets, bearings, and shafts, See that all bolts are tight, particularly those already made up and therefore not installed dur- ing rigging-up. Inspect all chains for wear or damage, replace entire length rather than attempting to make repairs or replacing broken links. Check all air connections and hoses for leaks. Replace any broken or damaged air hoses and fittings. Check operation of air valves — clean, replace, or rebuild as required. Engage and disengage air clutches to see they Pill operate smoothly without slippage or over: eating. Check shifter control rods and linkage to insure Proper operation of the drawworks transmission clutches. Clean oil sump in drawworks and clean the suction screens to insure free oil flow. Check installation of chain guards so the oil will have unrestricted flow back to the sump. Replace any fittings that will not take grease, Replace broken or pinched grease tubing, Clean and replace plastic bowl on main air line filter. If drawworks is equipped with air line lubricator, remove plastic bowl, clean and refill with oil. Inspect pump in the lube system. Adjust distribu. tors for flow of oil. Be sure nozzles are not clogged on spray system, With the drawworks running, check the main bearings on all shafts, see that they are well lubricated and securely bolted down, Check the water supply system to make sure it is delivering sufficient water to the brake rims and the auxiliary brake. Check spear connections to the drum shaft and auxiliary brake to see that the packing is in good condition and not leaking, If any part is worn beyond operating safety or efficiency, the time to find and replace it is dur- ing rigging-up operations. Thorough inspection for worn or broken parts, and prompt replacement are good insurance against major repairs.General... ~ Oil Types . Chain Lubrication Cascade System Grease oon Miscellaneous Lubrication .. Special Lubricants .. Lubrication Summary LUBRICATION u u i ry cy 12 12 13GENERAL NATIONAL equipment is designed to use oils and greases which are generally available from most oil companies and their distributors. ‘The benefits rom certain special or premium type lubricants may not justify their extra cost. In general the most, important factor in lubrication is the sys. tematic application of recommended lubricants at regular intervals to assure trouble free operation Particular care should be exercised in following the lubrication instructions issued by manufac, turers of engines, pumps, power takeoffs, air compressors, couplings and similar units which are operating components of the rig. The large number of suitable oils and greases makes it impractical to list them by their brand names. We therefore give general specifications Most oil company salesmen and distributors will have no trouble in supplying products to meet these specifications, OIL TYPES ‘The SAE viscosity numbers perhaps need some explanation. They were established to give a slight measure of standardization to the specifica~ tion of automotive crankcase and transmission oils. These numbers have since been proven to be @ convenient way of designating oils for general use. Each number covers a certain viscosity range at a specified temperature. The number tells nothing about the type of base stock (naphthenic or para fine) and nothing about the presence or absence of additives, Oils having SAE numbers 5W through 50 are classed as motor or crankease oils and the num. bers 75 through 250 are classed as gear oils oF transmission and axle lubricants. Oils in either classification may be furnished with no additives of any kind. When additives are used however those in motor oils will generally be different from those in gear oils. Gear oils carry higher numbers than motor oils but the viscosities are not necessarily higher than for motor oils. SAE 50 motor oil for example is within viscosity range of SAE 90 gear oil. In addition to SAE numbered oils, most oil com- Banies make a number of oils which may be designated by their prime usage. ‘This category includes turbine oils, certain gear oils, ete. ‘The viscosity for these is generally given in Saybolt Universal Seconds (abbreviated SUS) at a stated temperature, CHAIN LUBRICATION A straight mineral oil is generally satisfactory, but rust and oxidation inhibitors may be benefielat additives. Detergent oils may cause trouble by forming an emulsion in the presence of water and should therefore be avoided. The proper viscosity. uw to use will depend primarily upon the operati temperature of the oil. An unenclosed Pr tnk hing in cold weather requires a lighter ol fhe one that is better protected The following table may be helpful in selecting the proper oil viscosity. Note that there is sone overlap in the temperature range. Between 8. and 100° F (27° C-88° C) for example SAE 30 and SAE 40 oils are equally satisfactory. Oil Viscosity Ambient Temp. Range SAE 40 80°F (27°C) or higher SAE 30 50°R-100°F (10°C-38°C) SAE 20 & 20W 30°F. 60°F ( 0°C-162C) SAE low 30°F (0°C) or lower CASCADE SYSTEM A. pressure spray system delivers a stream of oil to each chain and gear tooth elutch located in the chain housings. A positive displacement oil pump, chain driven from the main drive shaft, delivers the pressure controlled oil. This system is completely enclosed, with the oil constantly returning to a large volume sump for recircula- tion. Each distributor valve is set to provide adequate flow during run-in testing at the factory, ‘The rate of flow should be re-checked in the field with the rig running at idling speed. A pressure gauge located at the driller’s position monitors oil system pressure. If high pressure results from reducing the flow at distributor points, relieve pressure by adjusting the relief valve on the pump, Permitting excess oil to drain back into the sump. Good balance between pressure and quantity delivered to the distributors results in higher Pump efficiency and a minimum of wear on pump working parts. Should the pump become worn, gr the pump shaft break, it is more economical to replace the pump than'to repair it. ‘Tie oil sump should be checked daily to see that the oil level is sufficiently above the strainer for safe operating margin. Drain the sump each thirty (30) days and refill with new oil, or change whenever oil becomes contaminated, ‘whichever eecurs first. Clean suction strainer at each oil change. CAUTION: Oil in the cascade system may in time become emulsified and lose its lubri- city. Observe oil flow out of the distributor valves and if these streams appear yellow or foamy, drain and refill with new oil immediately. GREASE, Greases are classed according to the kind of thickener which is added to convert oil into grease. Greases thickened with sodium soap are known as sodium base greases and those thickened with calcium soap are known as calcium base greases, Sodium base grease has long been the standard for anti-friction bearings in which the tempera tures run over 200° F. Most sodium base greases have poor water resistance so that past practicehas been to use a water stablized caleiur base grease (which breaks down at high temperature) in applications exposed to water as on the hydro- matic brakes, ‘there are several varieties of multi-purpose ‘ase which combine the temperature resistance of sodium base grease with the water resistance of calcium base grease. Some of these are mixed sodium and caleum base, some are lithium base and some use solid or synthetic thickeners. ‘These multi-purpose greases cost more than a standard svade of sodium or calcium base grease, but they make it possible to have just one kind of grease on the rig. Grease consistency standards have been estab- lished by the National Lubricating Grease Insti- tute. For rig use, the No. 2 grade should be used in moderate to warm weather and the No. 1 in cold weather. All bearings, control mechanisms, and external gear tooth clutches are grease lubricated through plainly marked and easily accessible fittings. MISCELLANEOUS LUBRICATION Alemite System — Generally speaking, any good sodium base roller bearing grease or multi-purpose grease is suitable for use in all alemite fittings on the drawworks. The grade may be either No. 1 (light) or No. 2 (medium) depending upon the type of grease gun employed and the climatic conditions under which the rig operates. It is recommended, however, that the grease used have a flow point of 120°-140° (F), and a melt point of 300-340 (F). Unless otherwise indicated, every alemite lubrication point should be greased once every tour during rig operation and following the first and all subsequent rigging-up jobs. All alemite fittings have been made as easily acces- sible to the crew as possible so that no lubrication Point need be overlooked. Please refer to the lubrication chart for further details. Catheads — Alemite fittings are provided for lubrication of the cathead bearings. Grease fit- tings once each week — no more than two shots from the gun. Excessive grease migrates to the friction clutches and impairs operation of the catheads. Rotorseals — The rotorseal is a positive seal for introducing air under pressure to a rotating shart Air is transmitted through the shaft to the air operated clutch. Rotorseals are sealed and lubri- cated for life by the manufacturer. Control Cabinets — Air and manual operating linkage located in the main and auxiliary control cabinets require lubrication at least every week and much more frequently in damp climates, The levers are accessible from the front of the cabinet, while removal of the bank panel is necessary to make the linkage accessible for lubrication. Using a hand oiler filled with SAE #20 motor oil, apply. oll at all pivot points, 12 Over-Running Clutch — The best lubricant is a straight mineral oil, either SAE #50 or SAE 290, No compound oils of any kind are recommended, although rust and oxidation inhibitors would be acceptable. The over-running clutch depends on friction for its action, and compounds increasing the lubricity of the oil tend to interfere with its proper operation. Refer to the over-running clutel service manual for detailed information. Hydromatie Brake — When a hydromatic brake is furnished with the drawworks, a #2 (medium) calcium base (water resistant) grease should be used for lubrication. Special button head alemite fittings on the hydromatic brake require the use of @ special gun furnished with the brake. Elmagco Brake — Lubrication of the electric brake, when furnished on the drawworks, is ace complished through two alemite fittings using the same good grade of grease as is used on the rest of the drawworks. This will lubricate the roller bearings upon whieh the stub shaft and drum rotate. NOTE: With this equipment, as with other come ponents manufactured by others than The Mas chinery and Equipment Division, refer to the applicable operating and maintenance manual for more detailed lubrication information SPECIAL LUBRICANTS. There are times when a special type of lubricant is justified. Some of the super premium greases have excellent low temperature properties. In extremely cold weather it may be well to use one of these’ for the weight indicator and possibly the blocks. Rusting and corrosion of the bearings, chains, sprockets, etc.. generally presents no problem when a rig is running, but it may become ver Serious when a rig is ‘stored for a long time in a damp environment. Ordinary oils and greases give only moderate protection So that special com Pounds may be well worth while. Some of the super premium greases give very high corrosion protection. Applying one of these to every fitting in quantities sufficient to flush out most of the old grease will go a long way toward Protecting the equipment during storage. For Protection of chains, sprockets, chain casings, ete. against rust during’ prolonged storage. it is best not to rely for protection on the oil that. was clinging to the parts when the rig was shut down, Use a compound designed for this purpose and apply it according to the manufacturer's recom- mendation, In selecting a material it is best to use one that does not require any special cleaning before the rig is run again. There are compounds that will be flushed away by normal lubricating oil and mix with it harmlessly. For additional lubrication information please refe: fo the lubrication chart in the illustrated parts ist,LUBRICATION SUMMARY Lubrication Point or System Lubricant Period of Lubrication Remarks Alemite System No. I light or No. 2 medium sodium base grease Every tour except as noted Through alemite hydraulic fittings Cathead No. 1 light or No.2 | Every two weeks | No more than two shots of Alemites medium sodium base grease from gun grease Cascade SAE #30 or #40 Daily, check level | Sump capacity System motor oil depending | in sump 80 Dwks.—35 gal. on climatic 110, 1320, 1625 Dwks.— temperatures 40 gal. Hydromatie ‘Medium caleium Daily Special grease Brake base Elmageo No.1 light or No. 2 | Daily ‘Through alemite Brake medium sodium base grease Control cabinet levers and linkage SAE #20 motor oil Weekly or oftener in damp climate Apply with hand oiler Over-running clutch, (when installed) SAE #50 motor oil Maintain oil level Fill through oil hole “A” until level reaches hole "“B” Link and lever pins and all moving parts not otherwise mentioned SAE #20 motor oil Daily Apply with hand oiler NOTE: Do not use detergent oil. 13CONTROLS AND AIR SYSTEM (Controls! Genera = eee 1 Controls — Operation — See specific Drawworks ‘Miscellaneous Controls All Drawworks —_. Air System — General Westinghouse “H” Controlair Valves ‘Westinghouse “H” Relay Valves Westinghouse “HA” Pilotair Valves Westinghouse Quick Release Valves —___ Westinghouse Shuttle Valve ..... Bellows-Valvair Valve _.... H.2 Controlair Valve — Parts List ‘H-2 Controlair Valve — Exploded View H.8 Controlair Valve — Parts List — Exploded View —. H-4 Controlair Valve — Parts List — Exploded View ‘H5 Relayair Valve — Parts List HL5 Relayair Valve — Exploded View... 2-HA-I Pilotair Valve — Parts List — Exploded View Quick Release Valve — Parts List — Exploded View _. Air Control Valve Applications —.-.... Air Valve Applications 15CONTROLS — GENERAL Drillers eonsoles on all National mechanical draw- works are basically the same with a main control cabinet located at the drillers position, This cabinet houses air controls for drum clutehes, rotary cluteh, catheads, master clutch and inertia brake as well as air controls for engine throttle xroupings. Manually operated controls for the wworks transmission are located in cone venient position on the front of the main control cabinet. An auxiliary control cabinet, located adjacent to the main control cabinet. provides air controls for core reel clutch, drive group engine clutches of hydraulic scoop controls, pump clutch, and hydro miatic brake water level control units (if required). Air pressure sauyes are provided for all impor. tant control funetions. The auxiliary eabinet also houses control valves for cooling water to the brake rims and auxiliary brake Consoles for electric driven dvawworks contain air controls for drum clutches, rotary cluteh, cat~ heads, and rotary inertia brake (1320-UE, 162 DE only). Necessary support is provided for the electric control cabinet for rig motor and genera. tor assignments, Manually operated controls for the drawworks transmission are located int a con: venient position on the front of the main control cabinet, Auxiliary control cabinets for electric rigs include various control options for engine throttles, inde- pendent pump drives, independent rotary drive, ete, as required by the particular rig specification in addition to the cooling water control and hydro- muittie water level control unit. A load rating plate tabulating maximum recom- mended hook load for each drawwarks speed ratio, is attached on the front face of the auxiliary control cabinet of all drawworks, thus providing the driller with a convenient guide to proper cluteh selection for the most effective rig operation, The foot throttle, emergency low jaw clutch foot pedal, main brake, and core reel brake levers are positioned for maximum convenience. MISCELLANEOUS CONTROLS, ALL DRAWWORKS: Water Supply Valves — Two water inlet connec: tions supplying cooling water for brake rims and auxiliary Urake are located in the channel face on the drillers side of the drawworks. A 2” inlet is provided for the auxiliary brake and a 114” inlet for cooling the brake rims. The flow of coo ing water cireulating through the brake rims and auxiliary brake is obtained by variable opening of the proper gate valve located at the drillers position, Main Drum Brake Lever — Actuates the main drum brakes, To set the brake the operator pulls Ww the lever down. Normally the brake lever should be at an angle of 35° with the horizontal when the brake bands are fully engaged on the brake rims under load, Coring Reel Brake Lever — This brake is set by pulling the lever toward the operator, A ratchet. provides means for setting the brake. Engine Control Foot Pedal — Depress the pedal to accelerate the engines during hoisting opera- tions. This mechanism is spring loaded and the engines will automatically return to idling when. the foot is removed. Auxiliary Low Jaw Clutch Foot Control — (1320- UE/M, 1625-DE/M only). This foot pedal engages the emergency low jaw clutch. Use it in the event. of failure of the “low” drum ¢luteh. ‘To make the pedal operative, raise the access door in the floor adjacent to the pedal and connect the pedal arm. to the shaft lever with the 3,” capscrew provided. Depress the pedal to engage the jaw clutch within the low drum clutch. For electrie drawworks —~ stop motors before engaging this elutch. For mechanical drawworks — master elutch must. be disengaged before engaging jaw clutch. AIR SYSTEM GENERAL The air control system is completely adjusted before the drawworks leaves the factory. Plugs are placed in the open ends of all air lines to pre- vent dirt or foreign material from entering dur- ing shipment. In any system where air is compressed there will be a certain amount of condensation. This con- Gensate will cause no trouble if it is discharged from the air system at frequent intervals. ‘This surplus moisture should be discharged at least once every 24 hours by opening the bleeder valve located directly beneath the air reservoir. Air and moisture should be discharged until very little moisture can be detected escaping with the air. Close the valve and allow the pressure to again build up in the system. Care should be taken to keep all parts of the air system in proper adjustment. Many difficulties can be traced to maladjustment of these compon- ents. Some of the elements may cease to function properly due to long wear, disassembly of parts or other conditions. General deseription, applic tion, and maintenance for these parts will found on the following pages. WESTINGHOUSE “H" CONTROLAIR VALV! The H-2-FX Controlair valve is a self holding hand lever operated, three-way normally closed valve for one pressure regulated circuit, It is, equipped with an adjustable friction brake thatwill hold the handle in any position in whieh it is placed, ‘The H-2-LX Controlair valve is a self returning hand lever operated, three-way: normally closed valve for one pressure regulated circuit. ‘The lever automatically: returns to. the valves “neutral” or “off” position from all positions except the ex- treme travel position when the operating force is removed. The H-8 Controlair valve is a self regulating three-way pressure control valve designed for accurate control of air pressure by mechanical operation. A cam actuates the valve to increase, decrease, or maintain delivery pressure in gradu: ated increments. The H-4 Controlair valve is a self regulating three-way, pressure control valve. ‘The control knob is manually operated to increase, sustain, or decrease air pressure and is self holding in all positions. Application: See chart. Maintenance (H. H-4) — Maintenance periods should be ‘scheduled in accordance with frequency of use and working environment of the Controlair valves, One complete Controlair valve should be kept in stock for each four valves in service. During the maintenance period change out the complete valve with the “stand-by” unit. This will reduce pro- duction loss and afford inspection and replacement of worn parts at a more opportune time in a favorable location, The operating portion of the valve can be removed without disturbing the pipe connections by loosen- ing studs and lifting the valve free. No ‘special tools are required to maintain the Controlair valves, Completely disassemble the Controlair valve. ‘Wash all metal parts in a non- flammable solvent and all rubber parts with soap and water. Rinse each part thoroughly and blow dry with ‘a low pressure air jet. Arrange the parts on a clean white surface. Examine each part carefully. Flex the diaphragm and packing rings, if cracked or worn replace them. Replace all parts that may not provide satisfactory service ‘until the next scheduled maintenance period Reassemble the valve, lubricating each part before it is put into place. ‘Use No. 107 Lubriplate on ail metal to metal surfaces and Cosmolube on all rubber parts. Equivalent greases to those recom- mended can be used. Store the reconditioned Con. trolair valve in a moisture proof bag. WESTINGHOUSE “ RELAY VALVE: ‘The H-5 Relayair valve is a three-way valve which funetions as a nongraduated relay to provide a 18, large flow of air from a separate source when piloted by a small amount of control media and to stop this flow and exhaust the air to atmosphere when the control pressure is vented. The valve also acts as an interlock to govern the flow in one cireuit by placing its control in another independ- ent circuit. Application: See chart. Maintenance: Every six months (more often if conditions warrant) remove the valve portion the pipe bracket and disassemble for clean- ing, inspection and lubrication. One complete valve should be kept in stock as a “stand-by” for change out during this maintenance period. After disassembly, clean all metal parts with a non-flammable solvent and wash all rubber parts with soap and water. Rinse thoroughly and blow dry with a low pressure air jet. Replace those parts which are damaged or worn, giving particu. lar attention to the diaphragm and “O" ring. Re- assemble the valve, lubricating each part before it is put into place.’ Use No. 107 Lubriplate on all metal to metal surfaces and Cosmolube on. all rubber parts. Equivalent greases to those recom- mended can be used. Store the reconditioned valve ina moisture proof bag. WESTINGHOUSE “HA" PILOTAIR VALVES: The 2-HA-1 Pilotair valve is a handle operated, three-way, two position, poppet type pneumatic directional control valve.’ A spring opposed detent clamp holds the handle in either of its two extreme Positions, Application: See chart. Maintenance: To minimize loss of productive time, @ complete valve replacement should be made when repairs are required or regular maintenance is scheduled. At least one complete valve should be maintained in stock for this purpose. Completely disassemble the valve. Clean all metal parts with a non-flammable solvent, and wash all rubber parts with soap and water. Rinse thor- oughly and blow dry with a low pressure air jet, Replace those parts which are damaged or worn, Reassemble the valve lubricating all metal to metal surfaces with No. 107 Lubriplate and all rubber parts with a wide temperature range grease. No special tools are required. WESTINGHOUSE QUICK RELEASE VALVES: The Quick Release Valve shortens the time re- quired to vent air pressure from a cylinder or other pneumatic devices after an application. This is accomplished by exhausting the air pressure direct to the atmosphere at the quick releasevalve instead of back through the controlling device. Application: See chart, Maintenance: One complete quick release valve should be kept in stock for each four in service. During the scheduled maintenance period, replace the valve in service with the “stand-by” unit. Disassemble the valve for inspection, cleanin, and lubrication. Clean all metal parts with a non- flammable solvent and wash all rubber parts with soap and water. Rinse thoroughly and blow dry with a low pressure air jet. No lubrication is necessary, and no special tools are required. WESTINGHOUSE SHUTTLE VALVE: ‘The Shuttle valve automatically selects and directs the flow of air from one or the other of two controlling devices to a common outlet. It serves to connect two independent lines to a com- mon line without destroying the segregation. Application: See chart. Maintenance: One complete shuttle valve should be kept in stock. During the scheduled mainten- ance period, replace the valve in service with the “stand-by” ‘unit. Disassembly, inspection, clean- ing, and lubrication should be in accordance with the’ instructions covering the quick release valve, BELLOWS-VALVAIR VALVE: ‘The Bellows Valvair valve is a panel mounted three-way normally closed valve with a spring- ball-detent arrangement which prevents the stem from drifting when subjected to severe vibration, Application: See chart. 19H-2 TYPE CONTROLAIR VALVE Ho2-FX B-2-ox P-50494-1 P-50494-2 All Models P-50499-3 Ref. gty. Description Piece Number 12 SCREW, 3/8-16 x 1-1/8 Hex 502415 2 1 BRACKET, Pipe 534497 3* 2. GASKET 558515 4 2 STRAINER P-55382 S 1 Nur, 1/6-28 919787 6 1 YOKE, Handle 534476 71 SHAPT, Handle 534776 e@ 1 BALL, Handle 517026 9 2 NUT, 5/16-18 Hex 96500 10-2 WASHER, 5/16 506602 112 stup, §/16-16 x 1-5/16 P-49906-14 1202 sTuD, 5/16-18 x 1-1/8 P-49906-16 13° 2 SCREW, 5/16-18 x 1-1/8 Hex P-49842 140 «2—soMur, S/le-18 96500 15 1 SCREW, Set 540187 le 1 cam P-S0800 P-50800-2 17-1 owur, Hex P~49901-16 18 1 WASHER, No. 10 solest 19* 1 SPRING, Brake 850537 20 1 SHOE & HOLDER, Brake 850730, 211 NUT, cap P-55465 22. 1 DRUM, Brake ssole1 22-1 SLEEVE 850400 23 1 KEY, Woodrue 120840 23 1 SPRING, Handle Return 950256 23A 1 ARBOR, Return Spring 350254 2401 SHAFT, Cam 534488 25° 1 HOUSING, Cam (incl. 22) 534496 25 1 HOUSING, Cam (incl. 12,42,43,44) 536795 CONTROL PORTION, Complete Less Control Spring 35 (incl. P-55510 Ref. 1,2,3,4,9,11,13,14426 thru 41) 26 42 «PIN, Cotter 93256 27 1 PIM, Dog P-50686-9 28 1 DOG, can P-52835, 29 1 Bopy 534499, 30* 1 INLET & EXHAUST VALVE (incl. 2 of 31) 545536 31* 2 RING, 3/6" 0.D. "0" 531868 32 1 SCREW, Spline Adjusting 536005, 33° 1 HOUSING, Spring 545616 34 1 SEAT, Spring 526347 35% 1 SPRING, Control (0-65#) 55442 (P-50494-1) 35* 1 SPRING, Control (0-100#) 526749 (P-50494-2) 35* 1 SPRING, Control (0-125#) 540577 36 1 NUT, 9/16-18 Hex 526489, 37. 1 FOLLOWER, Diaphragm 526345, 38* 1 DIAPHRAGM 526346 39 1 SEAT, Exhaust valve P-55484 40* 1 RING, 3/4" 0.D. 0" P-49708-16 41* 1 SPRING, Exhaust valve P-54653 4200 2 RIVET, 3/32 x 3/4 549395, 43 1 SPRING, Latch 539961 44001 Late 536723, * Recommended spare parts to be retained in stock at all times. 20H-2 TYPE CONTROLAIR VALVE EXPLODED VIEW 21H-3 TYPE CONTROLAIR VALVE P-50382-2 P-50382-4 Description Piece Number 1 2 NUT, 3/8-16 Hex P-49876-1 2 2 STUD, 3/8-16 x 2-1/8 P-49906-15 3. 1 BRACKET, Pipe (incl. Ref. Nos. 1 & 2) 527767 4* 2 GASKET, Port 558515 5 2 STRAINER P=55382 6 4 PIM, cotter P-49913-1 7 2° PIN, Lever & Cam Roller P-50686-8 e+ 1 ROLLER, Cam P-58496 9+ 1 LEVER 528059 10+ 1 PROTECTOR, Dirt 526344 114 soNur, 5/16-18 -49901-20 12 2 SCREW, 5/16-18 x 1-3/8 Hex 850557 13. 2 stun, $/l6-18 x 1-5/16 P-49906-14 14* 1 SPRING, Exhaust Valve P-54653 15* 1 RING, 3/4" 0.D. "0° P=49708-16 16* 1 SEAT, Exhaust Valve P-55484 17* 1 DIAPHRAGM 526346, 18 1 FOLLOWER, Diaphragm 526345, 191 NUT, 9/16-18 Hex 526489 20 1 SPRING, Control (0-100#) 526749 (P-50382-2) 20 1 SPRING, Control (0-150#) P=55441 (p-50382-4) 211 SEAT, Spring 526347 22 1 SCREW, Hex Adj. 526352 23° 1 HOUSING, Spring 545616 24* 1 VALVE, Inlet & Exhaust (incl. Ref. No. 25) 545536 25* 2 RING, 3/4" 0.D. “0: P-49708-113 26 1 -BoDy, (incl. Ref. No. 13) 526874 * Reconmended spare parts to be retained in stock at all times. ‘These parts may be ordered in kit form by ordering repair kit piece No. ?-59028. + Other recommended spare parts to be retained in stock. Replacement Part P-51125-2 (0-100#) (Less Item 3). Replacement Part P-51125-4 (0-150#) (Less Item 3). EXPLODED VIEW25" 26" 2e* 29 30 31s 32+ 33 34 35 PP UR HOCH HEME EEE aE H-4 TYPE CONTROLAIR VALVE 7 Description SCREW, 2/8 x 1-3/4 Hex BRACKET, Pipe screw, 1/4 x 3/4 SEAT, ‘Cam Spring SPRING, Cam AM (Clockwise) CAM (Counter-Clockwise) BRAKE, Cam SCREW, 1/4 x 1/2 Set STOP. KEY, Woodrufé SHAFT, Cam SCREW, 5/16 x 3/8 Set KNOB, ‘Control nur, ‘spring Housing SCREW, 5/16 x 1-3/8 Hex STUD, 5/16 x 1-5/16 SCREW, Hex Adjusting HOUSING, Spring SEAT, Control Spring SPRING, Control (0-654) SPRING, Control (0-100#) SPRING, Control (0-100#) NUT, 9/16-18 Hex FOLLOWER, Diaphragm DIAPHRAGH SEAT, Exhaust Valve RING, 3/4 0.D. "0" SPRING, Exhaust Valve BopY, Control Portion (incl. 16) GASKET, Port STRAINER PROTECTOR, Dirt INLET & Exhaust Valve (inel. 32) RING, 3/4 0.D. "0" PIN, Cotter PIN, Cam Dog Dos, can P+50967-1 P-50967-2 P-51173-2 Piece Number 562463 529251 93329 527165 901677 529250 539406 52513 P~50283-2 529289 119988 P-55407 P=50283~3 529246 96500 107187 P-49906-14 526352 345616 526347 P-55442_ (P-50967-1) 526749. (P-50967-2) 526749 (P-51173~2) (Reverse Can) 526489 526345 526346 P-554a4 P-49708-16 54653, 526874 558515 P5532, 526344 545536 531868 93256 P-50686-9 526468 * Recommended spare parts to be retained in stock at all times.H-5 TYPE RELAYAIR VALVE P-59155-0010 Ref. Qty. Description Piece Number 1 3 NUT, 3/8 Hex P-49876-0001 2 1 BRACKET, Pipe — W/Studs 54359-0001, x 1 GASKET, Port 550992 a 8 GASKET 93840 5 3 STRAINER 58974 6 2 NUT, 3/8 Hex P-49876-0001 7 1 COVER, Check Valve Body P-58684 se SPRING, Supply Valve — 200 psi P-58633 ot VALVE, Supply P-58642 we RING, 1/2 0.D. “Oo” P-49708-0012 ee GASKET, Check Valve Body Cover 527582 12 1 BODY, Check Valve P5861, Be 1 GASKET, Check Valve Body 527581 we VALVE, Exhaust 58640 15 4 BOLT, 3/8 x 1-1/8 P.50275 16 4 NUT, 3/8 Hex P-49876-0001 wv al COVER, Diaphragm 58648-0001, ae GASKET, Port 523619 2 DIAPHRAGM 522930 29 1 FOLLOWER, Diaphragm P-58637 soe RING, 3/8 0.D. “0” 19708-0010 31 1 SPRING, Outer Diaphragm (0-10#) P.58817 35 1 SEAT, Spring P-58636 36 1 RETAINER, Spring Seat P-58672 37 1 BODY — W/Studs, (incl, Ref. Nos. 88 and 39) P-58963 38. 1 STRIP, Bushing P-58967 39 1 PLUG, Breather P-49594 “*Recommended spare parts to be retained in stock at all times, 24H-S TYPE RELAYAIR VALVE EXPLODED VIEW 252-HA-1 PILOTAIR VALVE CAM HOUSING P-59331 Ref. Qty. Description Piece Number ao SCREW, #10-24 x 3/8" 49526-0003 2 1 WASHER, #10 49898-0007 30021 NAMEPLATE 49408 4 1 KNOB, Handle P57662 5 1 HANDLE P59312 Saye LATCH, Handle (Latching Models Only) P59310 5B OL SPRING, Handle Latch (Latching Models Only) P59309 6 1 PLUG 49958-0008 uf HUB, Handle P59311 8,12 2 WASHER 49804-0039 9 1 cAM P59080 lO} SPACER 49410-0001 ul 001 SHAFT, Handle 59313 130042 RING, Retaining 49857-0007 401 PIN, Cam Follower 49877-0032 wo FOLLOWER, Cam 59370 16001 HOUSING, Cam 59299-00012-HA-1 PILOTAIR VALVE - VALVE PORTION Ref. gty. Description *9 *10 ‘ll 1A 113 lic 1lp 12 13 14a, 15 16 17 SCREW, #6-32 x 3/8" WASHER, #6 FLANGE, Valve Retaining GUIDE, Plunger O-RING, 15/16" 0.D. PLUNGER, Valve O-RING, 7/16" 0.D. SPRING, Exhaust Valve SEAT, Inlet Valve O-RING, 7/8" 0.D. ASSEMBLY, Supply Valve SPACER, Valve VALVE, Inlet SPRING, Valve RING, Retaining SCREW, #10-24 x 7/8" WASHER, #10 Lock BODY PLUG, Valve Cavity RING, Retaining PLUG, 1/4" Pipe PP PPR UEP PP EH EE PP EEE Biece Number P49861-0003 P49898-0005 P54463 P54147 P49708-0116 P54146-0001 P49708-0011 P54144 P54145 P49708-0115 P55429-0001 P59369 P5125 3324-5 P49628-0002 P49835-0022 P49866-0007 P59298-0001 P60028 P49438 P49685-0002 *Recommended spare parts to be retained in stock at all times. These parts may be ordered in kit form as follows P-55474-0001, Minor Repair Kit (Ref. Nos. 5, 7, 8, 9, 10, 11). P-55474, Major Repair Kit (Ref. Nos. 4, 5, 6, 7, 8 27 9, LO, 11).