Universal Disc Brakes

UNIVERSAL DISC BRAKE
INSTALLATION, CARE
AND OPERATING
MANUAL
EPL-1531
ICOM: 06/2003
Universal Disc Brake
FOREWORD
This manual is published as guide for normal operations of your NATIONAL OILWELL equipment. Because of
the many factors which 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 must 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 the manufacturer.
When other than routine servicing is necessary, it can be most efficiently performed if the unit is removed to an
area of adequate space where an overhead crane, hydraulic lift, bearing pullers, impact tools, etc., are accessible.
The dimensions and tolerances specified in this publication are those desirable for the most efficient operation of
the equipment. When components become worn or when new parts are introduced into a worn unit, it may not be
possible or economically feasible to reestablish such strict alignment and correct all dimensional deviations.
Improvements in design, engineering, materials, production methods, etc., may necessitate changes in these
products and result in inconsistencies between the contents of this publication and physical equipment. We reserve
the right to make these changes without incurring any liability beyond that stipulated in the purchase contract.
The pictures, photographs, charts, diagrams, drawings, verbal 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.
WARNING
EXERCISE SAFETY IN ALL PERFORMANCES, DO NOT IGNORE ANY CAUTIONS, USE ONLY
APPROVED METHODS, MATERIALS AND TOOLS. DO NOT PERMIT ANY FUNCTION OF
QUESTIONABLE SAFETY BECAUSE UNSAFE ACTS AND UNSAFE CONDITIONS CAUSE
ACCIDENTS. SAFETY IS YOUR BUSINESS AND YOU ARE INVOLVED.
CAUTION
BEFORE PERFORMING ANY SERVICE FUNCTION, BE CERTAIN THAT THE UNIT IS SEPARATED
FROM ITS POWER SOURCE OR THAT THE POWER SOURCE IS LOCKED-OUT TO PREVENT ANY
FORM OF ENERGY FROM ENTERING THE EQUIPMENT - THIS WOULD INCLUDE ELECTRICAL
OR MECHANICAL ENERGY INTO OR FROM THE PRIME MOVER(S), LUBRICATING PUMP,
CHARGING PUMP, FLUSHING PUMP, CONTROLS, MONITORING DEVICES, ETC., AS WELL AS
HYDRAULIC ENERGY FROM THE SUCTION (INLET) AND/OR DISCHARGE SYSTEM.
WARNING
FAILURE TO OBSERVE THE WARNINGS AND NOTES OF CAUTION IN THIS PUBLICATION CAN
RESULT IN PROPERTY DAMAGE, SERIOUS BODILY INJURY OR DEATH.
2
TABLE OF CONTENTS
DESCRIPTION PAGE
Introduction......................................................................................................................... 5
General Maintenance Requirements................................................................................. 5
Operation ............................................................................................................................. 6
Safe Operating Practices ........................................................................................... 6-7
System Start-Up .................................................................................................................. 9
Brakes
Main (Service) Brakes ............................................................................................... 8
Emergency Brakes ..................................................................................................... 8
Dynamic Brake........................................................................................................... 9
Parking Brake Control ............................................................................................... 10
Emergency Brake Control.......................................................................................... 11
Crown Toggle System ......................................................................................................... 12
Main (Service) Brake Control Valve Adjustment............................................................ 13-14
Illustrations
Brake Control Unit (Figure 1).................................................................................... 14
Disc and Caliper Installation (Figure 2)..................................................................... 15
Main (Service) Caliper Assembly (Figure 3)............................................................. 16
Main Brake (Service) Calipers

Running Clearance ......................................................................................................... 17
Pad Replacement............................................................................................................ 18
Bleeding and Flushing ................................................................................................... 19-20
3
TABLE OF CONTENTS
DESCRIPTION PAGE
Illustrations
Emergency Caliper Assembly (Figure 4)....................................................................... 21
Emergency Caliper Cylinder Assembly (Figure 5)....................................................... 22
Emergency Brake Calipers

Running Clearance ......................................................................................................... 23
Pad Replacement............................................................................................................ 24
Bleeding and Flushing ................................................................................................... 25-27
Emergency Caliper Cylinder Assembly/Disassembly Procedures ................................. 28-29
"Wide" Style Caliper Assemblies...................................................................................... 30
Disc Inspection..................................................................................................................... 30
Brake Disc Cooling Water Requirements......................................................................... 31
Maintenance ........................................................................................................................ 32
Structural Maintenance ................................................................................................ 32
Maintenance Schedule ................................................................................................. 33
Trouble Shooting
Trouble Shooting Guide................................................................................................ 34
General Note ................................................................................................................. 34
Sales and Service Information ........................................................................................... 35-36
4
INTRODUCTION
The NATIONAL OILWELL Universal Disc Brake System is a hydraulically operated drawworks drum
brake. It consists of a pair of water cooled discs mounted on the drum in place of the band brake flanges,
a series of calipers mounted on support arms, a control cabinet containing the brake handle and a HPU
(hydraulic power unit).
Each main caliper applies a force from the hydraulic cylinder through the lever arms to opposing friction
pads on either side of the disc. The emergency calipers use springs inside the cylinders to generate force
through the lever arms to opposing friction pads on either side of the disc and require hydraulic pressure
to release them.
The hydraulic pressures required to operate the disc brake come from the HPU. Refer to the appropriate
manuals for information about the operation and maintenance of the HPU.
The main brake handle at the control cabinet provides a variable control of the main brakes for normal
drawworks operations. Other control valves are used to operate the park brake system and the emergency
brake system.
GENERAL MAINTENANCE REQUIREMENTS

Proper maintenance and adjustment is important on the main brake system, whether it is on a mechanical
band brake system or a hydraulic disc brake system. Disc brake systems, when properly maintained, have
more braking capacity than the band system. However, hydraulic disc brake systems require considerably
more maintenance than the band systems. This is due to the fact that disc brakes are more complex with
the introduction of the HPU, caliper cylinders, control valves, etc., into the brake system. In general, disc
brakes are high performance components on the drawworks. The high performance characteristics are
obtained at the cost of more maintenance on the system. Maintaining the disc brake system requires an
organized, concentrated effort on the part of the drillers, mechanics and other rig maintenance personnel.
Proper training of operating maintenance personnel in the procedures set forth in this manual is absolutely
necessary for successful operation of the disc brakes.
5
OPERATION
The Disc Brake System is designed for ease of operation, which also reduces operator fatigue. Band
brake systems require much physical exertion on the brake handle and can exhibit other problems such
as "KICKS" and sponginess. The disc brake system eliminates these problems. It has the advantage of
requiring only a small handle force to produce the maximum braking force at the drawworks drum.
Therefore, it will take a reasonable period of time for drillers accustomed to a band brake to become
familiar with the disc brake system. For example, when raising empty blocks, if the handle is pushed
down suddenly, there is a risk of "BIRD CAGING" the wireline on the drum. When drilling ahead, the
driller will not hear the band brake "SQUEAL" as he has heard in the past (which is characteristic of
the band brakes).
Disc brake maintenance is the primary training requirement for drillers that have not operated the
"UNIVERSAL" Disc Brake System previously. Typically, on mechanical band brake systems, the
driller can recognize when adjustments or maintenance is needed through the brake handle "FEEL".
However, this is not the case on the hydraulic disc brake systems. The driller must learn to recognize
when Disc Brake adjustments or maintenance is needed by observation of console gauges, HPU
gauges and the overall brake system per the maintenance schedule contained in this manual. In plain
words, the driller must be trained on the importance of brake system inspections because he cannot
determine brake system problems through brake handle "FEEL".
The high braking capacity of the disc brake system can lead to other problems if the driller is not
properly trained. The higher braking capacity (compared to band type brakes) can lead to excessive
use of the main brakes in stopping dynamic (moving) loads instead of properly using the dynamic
brake to control dynamic loads. Whether the drawworks has a band brake system or disc brake
system, it is still important to fully utilize the dynamic brake to control dynamic loads. The friction
brakes (band or disc) are designed to bring a slow moving load to a stop and then hold the load.
Proper use of the dynamic brake is important for safety and helps to minimize wear on the main brake
system components. Please see the section in this manual titled "DYNAMIC BRAKES" for more
details on the proper use of dynamic brakes.
Here are a few tips on SAFE OPERATING PRACTICES:
1. KNOW THE WEIGHT OF THE LOAD YOU ARE LIFTING. Check the weight indicator,
periodically making sure that it is calibrated properly.
2. DO NOT EXCEED THE DRAWWORKS LOAD CAPACITY. This is usually available at the
driller's console on the rating plate or in the Drawworks manual.
3. MAKE SURE THE DRAWWORKS HOISTING TACKLE IS REEVED WITH THE CORRECT
NUMBER OF PARTS OF LINE FOR THE LOAD BEING HANDLED.
6
SAFE OPERATING PRACTICES (continued):
4. BE SURE THAT THE CORRECT DRAWWORKS TRANSMISSION RATIO AND CORRECT

DRUM CLUTCH IS BEING USED FOR THE LOAD BEING HANDLED.
5. BEFORE STARTING ON A TRIP OR OTHER HOISTING PROGRAM, CHECK THE

WIRELINE FOR DAMAGE, SPOOLING OR REEVING PROBLEMS.
6. MOVE LOADS SMOOTHLY, WITHOUT SUDDEN ACCELERATION OR DECELERATION.
7. ALWAYS KNOW THE POSITION OF THE HOOK/BLOCK ASSEMBLY IN THE DERRICK.

Be sure to allow enough time/distance to smoothly decelerate the load so that the tackle assembly
does not strike the crown or drill floor. NEVER, NEVER depend on safety systems to routinely
stop the load such as the Crown Saver or a Low Hook Position limiter system.
8. USE CAUTION WHEN APPLYING THE DISC BRAKES AFTER HOISTING. If full braking
force is applied to a fast moving drum, the drum will stop abruptly and the wire rope layered on
the drum will tend to keep moving. The wire rope may then slip on the drum, causing the layers
and wraps to become severely entangled and possibly damaged. The slang term for this type of
wire rope action on a drum is "bird caging".
9. ALWAYS USE THE DYNAMIC BRAKE TO CONTROL A MOVING LOAD AND SLOW IT
AS MUCH AS POSSIBLE. THEN USE THE FRICTION BRAKE (DISC BRAKE IN THIS
CASE) TO BRING THE SLOW MOVING LOAD TO A STOP. (See "OPERATION" section
above and the "DYNAMIC BRAKE" section for more details on this subject).
10. DO NOT ALLOW PERSONNEL TO RIDE ON THE LOAD OR HOISTING TACKLE.
11. CHECK AND TEST THE BRAKES EACH TIME A LOAD APPROACHING RATED LOAD IS
HANDLED.
12. DO NOT LEAVE THE DRAWWORKS CONTROL UNATTENDED WHILE A LOAD IS

SUSPENDED.
13. MAKE A GENERAL CHECK OF THE BRAKE SYSTEM AT THE BEGINNING OF EACH
TOUR (SHIFT).
14. THE DRAWWORKS MUST HAVE A CROWN SAVER SYSTEM THAT FUNCTIONS
PROPERLY AND IS SET TO ACTIVATE AT A SAFE DISTANCE FROM THE CROWN. BE
SURE THAT THE SYSTEM WILL ACTIVATE AND STOP THE BLOCK BEFORE
REACHING THE CROWN, CONSIDERING THAT THE BLOCK MAY BE MOVING AT A
FAST SPEED WHEN ENGAGING THE CROWN LIMIT. (See Section on "Crown Toggle
System").
7
BRAKES
I. MAIN (SERVICE) BRAKES:
The main brakes are used during normal operation of the drawworks to stop and hold the hook
load. They are hydraulically applied and the hydraulic cylinder is retracted by two external
springs when hydraulic pressure is released. Each main caliper applies a force from the hydraulic
cylinder through the lever arms to opposing friction pads on either side of the disc (see Figure 3).
The drillers control console contains the controls required to operate the disc brakes. The brake
handle is connected to two proportioning valves which control the hydraulic pressure applied to
the two main brake circuits. As the handle moves downward, hydraulic pressure from the HPU is
directed to the service calipers. The more the handle is moved, the more pressure is applied to the
calipers. At full handle stroke the brake circuits will see full line pressure, which is normally
1,200 psi (83 BAR).
The brake pressure gauges on the control cabinet gives a direct reading of the pressure being
applied to the main brake (service) calipers. This pressure will range from zero to a maximum
equal to the setting of the maximum system pressure, normally 1,200 psi (83 BAR), depending on
the position of the brake handle.
II. EMERGENCY BRAKES:
The emergency brake calipers use springs inside the cylinders to generate force through the lever
arms to opposing friction pads on either side of the disc and require hydraulic pressure to release
them (see Figures 4 & 5). Therefore are fail safe.
The emergency brakes are engaged in emergency situations by depressing the Emergency Brake
Set valve. They are also engaged when the Parking Brake Set valve is pressed.
The emergency brake pressure gauge on the control cabinet gives a direct reading of the pressure
being applied to the emergency brake calipers. This pressure will be zero when the emergency
brakes are engaged and will read HPU pump compensator setting pressure, normally 2,000 psi
(138 BAR), when the emergency brakes are released.
8
BRAKES
III. DYNAMIC BRAKE:
The design of the drawworks requires that it be fitted with a properly sized and properly
functioning dynamic brake. The dynamic brake is an integral and essential part of the drawworks
braking system. Together, the friction brake (band or disc type) and the dynamic brake are
designed to handle the braking requirements for normal drilling operations within the design limits
and rated capacity of the drawworks.
The dynamic brake serves primarily to retard (slow down) moving loads. In fact, it is the dynamic
brake that must take most of the kinetic energy out of a descending load. The friction brake (band
or disc) cannot come close to taking enough energy out of a large, fast moving load. The friction
brakes are designed basically to bring a slow moving load (slowed by the dynamic brake) to a
stop, and then hold the load. It should always be remembered that it takes both brake systems to
bring a load to a safe stop. The dynamic brake should always be mechanically engaged when
handling loads, whether tripping in or out. If the load gets out of control for any reason, then use
of the dynamic brake is essential to bringing the load under control.
WARNING
FAILURE TO UTILIZE THE DYNAMIC BRAKE TO CONTROL THE
DESCENT OF LOADS MAY RESULT IN LOSS OF CONTROL AND
CAUSE DAMAGE TO PROPERTY, PERSONAL INJURY AND EVEN
DEATH! KEEP THE DYNAMIC BRAKE MECHANICALLY COUPLED
TO THE DRAWWORKS AT ALL TIMES WHEN LOADS ARE BEING
HANDLED.
Drillers must be trained to utilize the combined capabilities of the friction brake and the dynamic
brake for safe lowering of drill pipe and casing loads. At no time should the driller permit any
load, no matter how light, to fall free and then attempt to terminate that fall with either brake.
All loads must be retarded continuously at all times. Before handling heavy loads which
approach the rated capacity of the drawworks, it is particularly important to verify that the
dynamic brake is functioning properly. Under those conditions, a failure of the dynamic brake
could result in loss of control of the falling load. Under certain conditions, the friction brake, by
itself, may not be adequate to stop such runaway loads.
9
BRAKES
IV. PARKING BRAKE CONTROL:
The Parking Brake Control Valve is located on the brake control cabinet and is labeled
"PARKING BRAKE SET". This valve is a two position, three way, detented valve. All disc
brakes are set when this valve knob is pushed down, which includes the Emergency (spring-set)
brakes and the Main (service) brakes. Reset (or release) is accomplished by pulling up on the
valve knob. When the Parking Brake valve is depressed, an air signal to two air piloted valves in
the HPU are exhausted which causes hydraulic pressure in the emergency calipers to be exhausted
and set the brakes. Also, an air signal is sent to another pilot valve which causes the Main (service
or pressure applied) brakes to be set. Please refer to the proper hydraulic diagram in the Parts List
for more details on operation of this system.
WARNING
WHEN RELEASING THE PARKING BRAKE SYSTEM, BE SURE TO
APPLY THE MAIN (SERVICE BRAKE) HANDLE SO THAT THE LOAD
DOES NOT FALL WHEN THE PARKING BRAKES ARE RELEASED.
The Parking Brake is used to hold, or "park", a load during normal drilling operations. This would
be the equivalent of chaining down the brake handle of a band brake system. With this system, it
is not necessary to chain down the handle; in fact, it is NOT recommended. The parking brake
should be actuated any time the driller leaves the driller's station or desires to hold a load (or
empty hook) for an extended period of time. Keep in mind that the controls should not be left
unattended while a load is suspended by the hook.
For emergencies, the Parking Brake Control Valve should not be used. Use the Emergency Brake
control knob, as described later in this manual. The Emergency Brake Set control provides a
direct hydraulic circuit to the Emergency Calipers and exhausts them directly, without any
interaction with pilot valves or other devices. The Main (service) calipers will also be applied
when the Emergency Brake Set knob is pressed down, provided that the Parking Brake Set knob
has not already been pressed down. MAKE SURE THAT THE "PARKING BRAKE SET"
KNOB IS NOT PRESSED DOWN WHEN THE "EMERGENCY BRAKE SET" SYSTEM
IS ACTUATED. If the Parking Brake Set knob is pressed down, then only the Emergency
(spring-set) calipers will be applied when the Emergency Brake Set knob is pressed down.
WARNING
THE PARKING BRAKE VALVE KNOB MUST BE IN THE "UP"
POSITION FOR TBE EMERGENCY BRAKE SYSTEM TO BE FULLY
APPLIED.
10
BRAKES
V. EMERGENCY BRAKE CONTROL:
The Emergency Brake Valve is located on the brake control cabinet and is labeled
"EMERGENCY BRAKE SET". This valve is a two-position, three-way, detented valve. When
this valve is pushed, all brakes are set - both the emergency (spring set) brakes and the main
(service) brakes. The only exception to this is when the PARKING BRAKE SET valve is pushed
down. In this case, the only brakes that will come on is the emergency (spring set) brakes. This is
due to the fact that the "down" position of the parking brake valve causes the air pilot valves in the
HPU to block the hydraulic flow from the emergency brake system supply accumulators. This
flow normally actuates valves in the brake control cabinet that serve to apply the main (service)
brakes (see the piping drawing in the parts list for details of how this works). In any case, the
system will work normally (apply all brakes) if the parking brake valve is pulled to its "up"
position.
The Emergency Caliper Cylinders contain high capacity springs, requiring almost full system
pressure to release them. The emergency brakes are set when the hydraulic fluid is exhausted
from them by means of the "valving" arrangement. It should be noted that the EMERGENCY
BRAKE SET valve should absolutely be used in any emergency since the valve is a direct link to
the caliper cylinders, with no intermediate stages or pilot valves. This provides a direct,
mechanical method of "dumping" the pressure form the emergency cylinders
WARNING
WHEN RELEASING THE EMERGENCY BRAKE SYSTEM, BE SURE TO
APPLY THE MAIN (SERVICE BRAKE) HANDLE SO THAT THE LOAD
DOES NOT FALL WHEN THE EMERGENCY BRAKES ARE RELEASED.
The Emergency Brake Set System is primarily for emergency stop situations. It can also be used
in all non-emergency situations, such as parking, without damage or degradation of the system.
However, the Parking Brake system must be used when the HPU and/or Main (Service) Calipers
are being serviced. This is due to the fact that actuation of the Emergency Brake System causes
full hydraulic pressure to be applied to the Main (Service) Calipers. It is dangerous to work on any
system when high pressure fluid is being applied. Note that the pressure to any of the Calipers can
be cut off by unplugging the "quick disconnect" fitting on the supply line. This is to be done when
there is no pressure in the line because the coupling will not easily disconnect while the line is
pressurized. The Emergency Brake Set valve should also be used when the HPU is shut off.
The EMERGENCY BRAKE SET valve should not be left idle for long periods of time. Operate
the valve several times weekly to prevent the valve spool from becoming seized.
NOTE: To assure that the emergency caliper cylinder disc springs have not lost spring force
due to load cycles, replace all disc springs at least once every 12 months.
11
CROWN TOGGLE SYSTEM

The Crown Toggle System is designed to minimize the possibility of the traveling block from striking the
crown block. The crown toggle valve (mounted on the drawworks), when actuated, sends an air signal to
an air pilot operated valve mounted on the front of the hydraulic manifold in the HPU. This valve then
shifts and causes two (2) other air pilot operated valves in the manifold (two position, four way) to
exhaust their pilots, shift and "dump" pressure from the emergency calipers. The emergency calipers set,
thereby preventing the traveling block from striking the crown. It is also important to note that the Crown
Toggle System (supplied by other vendors) should disengage the drum clutches (high and low) at the
same time the Brake-Set Circuit is actuated. This is important since it disengages hoisting power from the
drum. The drum would be much harder (maybe impossible) to stop if the brakes also have to overcome
the hoist motors (engines). Therefore, it is very important to check and make sure that the drum clutches
are being disengaged by the Crown Toggle System. See the piping and installation drawing in the parts
list for a detail diagram of the system.
WARNING
DUE TO MOMENTUM (HIGH BLOCK SPEED AND/OR HIGH LOAD),
THE TRAVELING BLOCK DOES NOT STOP INSTANTLY WHEN THIE
CROWN TOGGLE SYSTEM IS ENGAGED AND CAUSES THE BRAKES
TO SET. THEREFORE, IT IS THE OPERATOR'S RESPONSIBILITY TO
ADJUST THE TOGGLE VALVE ON THE DRAWWORKS SUCH THAT
THE TRAVELING BLOCK HAS PLENTY OF DISTANCE IN WHICH TO
STOP BEFORE IT STRIKES THE CROWN. IT IS VERY IMPORTANT
FOR THE DRILLER TO REMEMBER THAT THE REQUIRED
STOPPING DISTANCE IS DEPENDENT UPON BLOCK SPEED, HOOK
LOAD AND CONDITION OF THE BRAKES. THE DRILLER MUST
ALWAYS BE ALERT TO SLOW DOWN AS THE TRAVELING BLOCK
APPROACHES THE CROWN. DO NOT HOIST LOADS IF THE CROWN
TOGGLE SYSTEM (CROWN SAVER) IS OFF OR IS NOT FUNCTIONING
PROPERLY.
The Crown Toggle System should be actuated regularly to ensure its proper operation. This should be
performed at least once per week. It is important that the test be done by manually actuating the crown
toggle valve mounted on the drawworks so that the entire system is tested for proper operation. Do not
try to bypass any component in the system in performing the test.
12
MAIN (SERVICE) BRAKE CONTROL VALVE ADJUSTMENT
ATTENTION
THE SERVICE BRAKE MAIN CONTROL VALVE ADJUSTMENT MUST
BE PERFORMED WITH NO LOAD ON THE HOOK AND THE
EMERGENCY (SPRING SET) CALIPERS ENGAGED.
The following steps are required so that the emergency brakes remain set while the control valves are
adjusted.
1. Set the Emergency Brakes by depressing the Parking Brake knob on the Disc Brake Control
Console.
2. Disconnect the Quick Disconnect for the Emergency Caliper hydraulic line at the
drawworks.
3. Release (pressurize) the Emergency Calipers by pulling up on the Parking Brake knob.
4. Make the adjustments as outlined below
5. Set the Emergency Brakes by depressing the Parking Brake knob.
6. Connect the Quick Disconnect for the emergency brake hydraulic line at the drawworks.
The Main Brake Control Valve must be adjusted when one or more of the following conditions exist:
1. The driller's side and off-driller's side service caliper pressures are in excess of 100 psi (6.9
BAR) apart.
2. The driller's side pressure and off-driller's side pressure go to full supply pressure at different
points, in excess of 100 psi (6.9 BAR). The "break-over pressure point" is where the
pressure in the control valve reaches a point in which the valve begins to transmit full line
pressure to the service calipers.
NOTE: The Main Brake Control valves should be adjusted when the hydraulic oil is at its
normal operating temperature. Pressure adjustments are considerably more accurate
when this condition is fulfilled.
The condition as described above is corrected by adjusting the height of the valve assembly itself.
This is done by means of a threaded connection in the valve assembly (See Figure 1). Adjustment of
the valves is performed as follows:
13
MAIN (SERVICE) BRAKE CONTROL VALVE ADJUSTMENT
1. With the handle in the up position (brakes off), adjust both valve assemblies (items 3 and 4
as shown in Figure 1) until they are just touching the valve. Turn the HPU on so that fluid is
supplied to the valves. The pressure for both sides should read zero with the lever in the up
position. Stroke the handle s-l-o-w-1-y and observe the pressure gauges for the driller's side
and off-driller's side service caliper pressures. The gauges should start up at the same time
and stay close together at all times up through maximum system pressure, normally 1,200 psi
(83 BAR). Adjust the valves as required until equal pressures are obtained. The pressures
can usually be equalized to a fine degree, but should always be equalized to within 50 psi
(3.4 BAR) at the adjustment phase. If adjustment is required, reduce the pressure of the
higher of the two by backing out the respective adjusting screw.
2. Tighten the jam nut when the adjustment procedure is complete. Make one final re-check of
the pressures to assure that the readings have been equalized and that both pressures are zero
with brakes fully released.
1) Control Valve Frame

2) Control Handle
3) Main Control Valve (Off-Driller’s Side)
4) Main Control Valve (Driller’s Side)
2
4
OFF DRILLERS
SIDE PRESSURE
ADJUSTMENT
DRILLERS SIDE
1 PRESSURE
ADJUSTMENT
BRAKES RELEASED BRAKES ENGAGED

FIGURE 1
14
DISC AND CALIPER INSTALLATION
1) Disc
2) Disc Adapter
3) Caliper Support Arm
4) Main Caliper Assembly
5) Emergency Caliper Assembly
Note: The emergency

caliper, item 5, may be
in a different position
than the one shown.
FIGURE 2
15
MAIN (SERVICE) CALIPER ASSEMBLY
1) Cylinder Assembly, Service

2) Lever Assembly, with Bushings
3) Pin, Brake Pad
4) Pin, Caliper Pivot
5) Pin, Cylinder
6) Pin, Service Support
7) Spring, Caliper Return
8) Plate Assembly, Brake Pad
9) Pad Assembly, Service
10) Pin, Finger Loop Cotter
11) Fitting, Grease
12) Plate, Pivot Pin Retainer
13) Cap Screw
FIGURE 3
16
MAIN BRAKE (SERVICE) CALIPERS
CAUTION
THE EMERGENCY CALIPERS ARE TO BE SET BEFORE PERFORMING
ANY MAINTENANCE OPERATIONS ON THE SERVICE BRAKES. THE
HOOK SHALL NOT BE SUPPORTING ANY LOAD AT THE TIME OF
MAINTENANCE OPERATIONS ON THE BRAKES. IT IS PREFERABLE
THAT THE TRAVELLING BLOCK BE "HUNG-OFF" OR LOWERED TO
THE FLOOR IN ORDER TO MAXIMIZE THE SAFETY OF THE CREW.
I. RUNNING CLEARANCE:
The Running Clearance between the pad and the disc on each side of the caliper should be made
as small as possible at adjustment ("grease-out"), without the pads dragging significantly on the
disc. Response time to engage is much better if the pads are close to the disc before actuation.
The MAXIMUM clearance between pad and disc on each side of the caliper should not exceed
1/32" (.031"), with a maximum total clearance of 1/16" (.063"). The brake caliper adjustment
should be checked and adjusted weekly.
Adjustment Procedure: To adjust (decrease) the pad/disc clearances, special grease (NOW P/N
7806084) must be pumped into the grease-out fitting. First, loosen the grease-out fitting body.
This breaks a metal-to-metal seal at the fitting's seat and allows grease to enter the cavity. Pump
grease in through the upper grease fitting until the pad/disc clearance is as small as possible
without inducing drag on the disc. Re-tighten the grease-out fitting body.
ATTENTION
THE GREASE-OUT FITTING BODY MUST BE RE-TIGHTENED
PROPERLY. FAILURE TO DO THIS COULD RESULT IN BLOWING
OUT THE OUTER GREASE FITTING AND LOSING THE BRAKING
CAPABILITY OF THE CALIPER.
17

II. PAD REPLACEMENT:
The thickness of a new friction pad is 1-1/4" (32 mm). When the pad reaches a thickness of 5/8"
(16 mm), it should be replaced. When replacing pads it will be necessary to relieve the greased-
out plunger. For the newer systems, completely remove the grease out fitting arrangement and
press the plunger back in. For the older system, open the grease fitting and press the plunger back
in. In either case, wipe up the expelled grease and replace the fittings. After installation, adjust
the pad/disc clearance for the new pads per previous instructions.
To replace pads, remove the pins shown as Items number 3, 4 and 5 in Figure 3. Remove the
backing plate and pad assembly (Items 8 and 9, Figure 3). Loosen the nuts holding the pad to the
backing plate and remove the worn pad. Install new keepers, screws and nuts with the new pad.
Note that the keepers are in two different lengths. The shorter ones go in the inside grooves and
the longer ones go in the outside grooves. When tightening the nuts on the screws, make sure the
screw heads pull up properly so that they contact the flat portion of the keeper. This ensures that
the screw and keeper will pull the pad up to the backing plate properly and not work loose.
Tighten the nuts to 24 - 26 ft-lb with a torque wrench. Remember to adjust the grease-out piston
so that running clearance between the pads and the disc does not exceed a total gap of 1/16". Be
sure that there is clearance between the keeper and the pad backing plate. In order to retain the
pad, maximum clamping force must be achieved. If the screws are properly torqued and the
keeper "bottoms out" against the backing plate, proper pad clamp has not been achieved. The
defective keeper and/or pad must be replaced to eliminate the problem.
18

III. BLEEDING AND FLUSHING:
The following procedure must be used when bleeding and flushing the Main (Service)
Caliper Cylinders:
CAUTION
THERE MUST NOT BE ANY LOAD ON THE HOOK WHILE
PERFORMING THIS PROCEDURE. THE EMERGENCY (SPRING-SET)
BRAKES MUST BE HOLDING THE HOOK AND DRUM STATIONARY
WHILE BLEEDING AND FLUSHING THE MAIN (SERVICE) CALIPERS.
A. Before bleeding and flushing any of the Main (Service) Cylinders, the Emergency Brakes
must be SET. Be sure that there is no load on the hook and that the drum is being held
stationary by the Emergency Brakes. Disconnect the Quick Disconnects at the Emergency
Cylinders
B. Both the Driller's Side and Off-Driller's Side Calipers must be bled as they are independent
hydraulically. Bleeding/flushing should begin with the lower Main (Service) Cylinder on
the Driller's Side or Off-Driller's Side. Most of the air will normally be in the top cylinder,
but most of the solid contamination will be at the bottom cylinder. Therefore, the correct
procedure is to bleed/flush the lower cylinder until the fluid is visually clear from
contamination and air. Then proceed to do the same to all the other cylinders from bottom
to top.
C. At this point, attach a bleed line to the bleeder valve of the lower Main (Service) Caliper
on the DS or ODS side. Run the other end of the line to a clean container. (See Parts List
for the bleeder valve location). Do not begin the bleeding/flushing procedure at this
time.
D. Lower the supply pressure from the HPU. Use the air/oil secondary pump for
bleeding and flushing. This must be done to prevent having to perform the bleeding and
flushing tasks with high pressure, which is hazardous. Performing the following lowers
the supply pressure:
1. Turn off the Main Electric Motor/Main Pump by pushing the STOP button on the
door of the HPU.
19

III. BLEEDING AND FLUSHING (Continued):
2. Locate the Air Filter/Regulator Unit in the HPU and adjust the air pressure down
zero (0) or until the air/oil pump stops completely. The HPU should not be
generating any pressure at this point.
3. Bleed all the accumulators to tank by opening the accumulator bleed valves. Close
the valves after bleeding pressure (turn clockwise).
E. Open the bleeder valve of the selected cylinder. Go to the Air Filter/Regulator Unit and
increase the air pressure to the Air/Oil Pump until the pump just starts pumping fluid
through the bleeder valve and into the bleeder line. Continue until all air bubbles are gone
and the fluid is clear of contamination. Close the bleeder valve and tighten securely. Now
bleed all remaining Main (Service) Cylinders in the proper order (bottom to top). Note
that the Air/Oil Pump does not generally need further adjustment after the first caliper. Be
sure to adjust the Air Filter/Regulator back to the proper pressure after bleeding and
flushing.
CAUTION
BE SURE TO MONITOR THE HYDRAULIC TANK FLUID LEVEL
WHILE BLEEDING AND FLUSHING. THERE IS THE RISK THAT THE
TANK FLUID LEVEL MAY FALL BELOW THE SAFE OPERATING
LEVEL DURING THIS PROCEDURE.
F. Re-adjust the supply pressure to the recommended level after bleeding and flushing
procedures are complete. Also, turn the main electric motor/pump back on if the
drawworks is to be operated. See the appropriate manuals, if required, to perform these
tasks.
G. Add hydraulic fluid to the tank as necessary to replenish the fluid loss from bleeding and
flushing. Do not re-use waste fluid expelled during the bleeding and flushing process.
H. Reconnect the Quick Disconnects at the Emergency Cylinders.
20
EMERGENCY CALIPER ASSEMBLY
1) Cylinder Assembly, Emergency

2) Lever Assembly, with Bushings
3) Pin, Brake Pad
4) Pin, Caliper Pivot
5) Pin, Cylinder
6) Pin, Emergency Support
7) Plate Assembly, Brake Pad
8) Pad Assembly, Service
9) Pin, Finger Loop Cotter
10) Spacer
11) Fitting, Grease
12) Plate, Pivot Pin Retainer
13) Cap Screw
FIGURE 4
21
EMERGENCY CALIPER CYLINDER ASSEMBLY
1) Ring, Guide 13) Seal

2) Body, Cylinder 14) Wiper, Rod
3) Piston 15) Spring
4) Cap 16) O-Ring
5) Plunger Assembly, Adjustable 17) Capscrew, 1/2-13 x 1-3/4 S.S. High
6) Bearing Cylinder Pin Strength, Hex Special
7) Elbow 18) Washer, 1/2 Special
8) Coupling, Quick Connect 19) Bushing, Bleeder Valve
9) Nipple 20) Label, Warning
10) ---- 21) Valve, Bleeder
11) Seal 22) Grease, Disc Brake – Special
12) Seal 23) Cap, Coupling Dust
FIGURE 5
22
EMERGENCY BRAKE CALIPERS
CAUTION
WHEN REPLACING EMERGENCY BRAKE PADS, ONE OF THE
EMERGENCY CALIPERS IS TO BE SET AT ALL TIMES. CHANGE
PADS ON ONE CALIPER WITH THE OTHER HOLDING THE DRUM
FROM ROTATING. WHEN THE FIRST CALIPER'S PADS ARE
CHANGED AND THIS CALIPER IS HOLDING THE DRUM, THEN THE
OTHER CALIPER'S PADS MAY BE CHANGED. FOR ADDED SAFETY,
THE MAIN (SERVICE) BRAKES SHOULD ALSO BE ENGAGED DURING
EMERGENCY PAD CHANGE-OUT. THE HOOK SHALL NOT BE
HOLDING ANY LOAD WHEN MAINTENANCE IS BEING PERFORMED
ON THE BRAKE SYSTEM. IT IS PREFERABLE THAT THE
TRAVELLING BLOCK BE "HUNG-OFF" OR LOWERED TO THE
FLOOR TO ENSURE THE SAFETY OF THE CREW. IN ALL CASES,
CHECK THE BRAKES FOR PROPER LOAD HOLDING BEFORE
PERFORMING MAINTENANCE OPERATIONS.
I. RUNNING CLEARANCE:
The Running Clearance for the emergency calipers should be negligible. In fact, the pads should
drag slightly when properly adjusted. Adjustment of the clearance is accomplished in the same
fashion as on the main (services) brakes, (i.e. by the grease-out plunger). This should be checked
and adjusted weekly. Set the running clearance to 0.010" per side, or a total gap 0.020".
CAUTION
THE RUNNING CLEARANCE OF THE EMERGENCY CALIPERS MUST
BE READJUSTED AFTER EACH DYNAMIC (MOVING) EMERGENCY
STOP. THE PAD WEAR AFTER A SIGNIFICANT BRAKING EFFORT IS
SUFFICIENT TO DIMINISH THE SPRING FORCE IN THE CYLINDER
DUE TO THE ADDED TRAVEL THAT PAD WEAR CAUSES.
23

II. PAD REPLACEMENT:
The minimum worn thickness for emergency pads is 7/8" (22 mm). This should be checked
weekly as noted in the maintenance schedule. Also check for adequate clearance between the
lever arm and the corner of the bolted end cap. This check must be made with the brakes applied.
Excessive pad-wear will result in interference between the lever arm and the cylinder. When
replacing pads, relieve the grease-out plunger to access the pad assembly with more ease.
Remove the grease-out fitting body (as on the service calipers) and press the piston back in.
Replace the grease-out fitting body and wipe up the expelled grease. The grease-out plunger must
be readjusted after installation of the brake pad.
To replace the pads, remove the pins shown as Item numbers 3, 4 and 5, Figure 4. Remove the
backing plate and pad assembly (Items 7 and 8, Figure 4). Loosen the nuts holding the pads to the
backing plate and remove the worn pad. Install new keepers, screws and nuts with the new pad.
NOTE: The keepers are in two different lengths. The shorter goes in the inside grooves and the
longer goes in the outside grooves. When tightening the nuts on the screws, make sure the screw
heads pull up properly so that they contact the flat portion of the keeper. This ensures that the
screw and keeper will pull the pad on the backing plate properly and not work loose. Tighten the
nuts to 24 - 26 ft-lb with a torque wrench. Be sure that there is clearance between the keeper and
the backing plate. In order to retain the pad, maximum clamping force must be achieved. If the
screws are properly torqued and the keeper "bottoms out" against the backing plate, proper pad
clamp has not been achieved.
The defective keeper and/or pad must be replaced to eliminate the problem. Remember to adjust
the grease-out piston so that running clearance between the pad and disc is as close as possible, to
the point of dragging slightly (maximum allowable clearance is 0.010" per side).
ATTENTION
INTERFERENCE BETWEEN THE CORNER OF THE CYLINDER END CAP
AND THE LEVER ARM OF THE EMERGENCY CALIPER ASSEMBLY
WILL SEVERELY REDUCE OR ELIMINATE THE BRAKING
CAPABILITIES OF THE EMERGENCY BRAKE SYSTEM.
ALWAYS CHECK FOR INTERFERENCE WHILE MEASURING PAD

WEAR OR REPLACING PADS. ALWAYS CHECK FOR
INTERFERENCE, REGARDLESS OF PAD THICKNESS.
24

III. BLEEDING AND FLUSHING:
The following procedures must be used when bleeding and flushing each of the Emergency Calipers:
A. SET the Emergency Brakes by depressing the Parking Brake knob on the Disc Brake
Control Console located on the lower left hand corner of the panel. Depressing this button
will set the Emergency and Service Brakes. Pressure will now be exhausted (relieved)
from the Emergency Brake Cylinders, allowing the disc springs to apply the brake.
B. Select the Emergency Caliper Cylinder to be bled and flushed. Be sure that the Emergency
Caliper Cylinder is selected and not one of the Main (Service) Caliper Cylinders.
Disconnect the supply pressure line to the Emergency Caliper Cylinder that is NOT being
flushed. This is done by means of the quick disconnect fitting at the cylinder. Note that
the quick disconnect fitting will not leak when disconnected, as they contain a valve that
closes the line when disconnected. This caliper must hold the EMPTY HOOK while the
other cylinder is bled and flushed.
CAUTION
THERE MUST NOT BE ANY LOAD ON THE HOOK WHILE

PERFORMING THIS PROCEDURE. ONE OF THE EMERGENCY
CALIPERS MUST REMAIN SET TO HOLD THE EMPTY HOOK WHILE
BLEEDING AND FLUSHING THE OPPOSITE EMERGENCY CALIPER
CYLINDER. REMEMBER THAT ZERO (0) PRESSURE ON THE
EMERGENCY CALIPER CYLINDER CAUSES THIS CALIPER TO
REMAIN SET.
C. Release the Emergency Caliper Cylinder selected for bleeding and flushing by pulling up
on the Parking Brake knob. This will release all brakes except the Emergency Caliper with
the disconnected supply line. Make sure that the hook is not moving and the Drawworks
Drum is not turning. If there is any movement, quickly reset the Brakes and
troubleshoot the problem.
With the Emergency Brake released, un-pin one end of the cylinder (Item 5, Figure 4)
that's to be bled and flushed (note that the cylinder must have pressure on it in order to un-
pin it).
D. Reset the caliper by depressing the Parking Brake knob. This causes all fluid to be
expelled from the cylinder and the cylinder will be stroked out completely since it is un-
pinned at one end.
25

E. Lower the supply pressure from the HPU. Use the Air/Oil Secondary Pump for bleeding
and flushing. This must be done to prevent having to perform bleeding and flushing tasks
with high pressure, which is hazardous. The supply pressure is lowered by performing the
following Items:
1. Turn "off" the Main Electric Motor/Main Pump by pushing the STOP button on
the door of the HPU.
2. Locate the Air Filter/Regulator Unit in the HPU and adjust the air pressure down to
zero (0), or until the Air/Oil Pump stops completely. The HPU should not be
generating any pressure at this point.
3. Bleed all the accumulators to the tank by opening the accumulator bleed valves.
Close the valves after bleeding pressure (turn clockwise).
F. Connect a bleed hose to the bleed valve located on the end of the cylinder with the
Hydraulic Inlet Port. See Drawing in the Parts List. Do not open the bleeder valve at this
time!
G. Release (pressurize) the Emergency Caliper Cylinder by pulling up on the Parking Brake
knob. Note that the caliper will not pressure up due to this action since the pressure supply
at the HPU has been lowered. Pulling up on the Parking Brake knob just allows fluid to
flow to the applicable Emergency Cylinder.
H. Using a proper wrench, open the bleeder valve on the Emergency Cylinder. Go to the Air
Filter/Regulator Unit on the HPU and increase the air pressure to the Air/Oil Pump until
the pump just starts pumping fluid through the bleeder valve and into the bleed line.
Continue until all air bubbles are gone and the fluid is clear of contamination. Close the
bleeder valve and tighten securely. Note that the Air/Oil Pump does not generally need
further adjustment after the first caliper bleeding process.
CAUTION
BE SURE TO MONITOR THE HYDRAULIC TANK FLUID LEVEL
WHILE BLEEDING AND FLUSHING. THERE IS THE RISK THAT THE
TANK FLUID LEVEL MAY FALL BELOW THE SAFE OPERATING
LEVEL DURING THIS PROCEDURE.
26

I. Re-adjust the supply pressure to the recommended level after bleeding and flushing
procedures are complete. Also, turn the Main Electric Motor/Pump back on if the
Drawworks is to be operated. See the appropriate manual sections, if required, to perform
these tasks.
J. Reconnect the supply line to the cylinder. Release the Emergency Brake (add pressure to
cylinder) and re-pin the cylinder. Then proceed to the other Emergency Caliper if
necessary, using the same procedure.
K. Reconnect all Caliper Cylinders, check the pad to disc adjustment, check for cylinder and
caliper interference, and the general operation of the Emergency Brakes.
L. Add hydraulic fluid to the tank as necessary to replenish the fluid loss from bleeding and
flushing. Do not re-use waste fluid expelled during the bleeding and flushing process.
27
EMERGENCY CALIPER CYLINDER

ASSEMBLY/DISASSEMBLY PROCEDURES
The Emergency Caliper Cylinder is SPRING LOADED and therefore extra care must be exercised in
assembly and disassembly procedures. The following procedures must be used when repairing or making
checks on an Emergency Cylinder. The following refers to Figure 5.
1. Capture the cylinder between the end cap (Item 4) and the Plunger Assembly (Item 5) in a
hydraulic press before any of the end cap screws (Item 17) are removed or installed. The screws
must not carry the spring load while loosening or tightening. It is very hazardous to attempt to
remove the end cap screws without the cylinder being in a hydraulic press. Note that the springs
are compressed and cause the end cap to be under high load. The cylinder may appear to
"EXPLODE" if the end cap screws are removed without it being "CAPTURED" in a hydraulic
press.
WARNING
THE EMERGENCY CYLINDER MUST BE "CAPTURED" IN A
HYDRAULIC PRESS DURING REMOVAL OR INSTALLATION OF THE
END CAP SCREWS. FAILURE TO DO THIS MAY RESULT IN
PROPERTY DAMAGE, SERIOUS BODILY INJURY OR DEATH!
2. During Cylinder Assembly, coat the springs, piston, cylinder and guide ring with 7806084 grease
(ref. Item 22). Also, lubricate the screw threads of Item 17 before torquing. Note that it is VERY
IMPORTANT to stack the springs (Item 15) exactly as shown in Figure 5. The spring under the
end cap (Item 4) must be contacting the bottom of the end cap near the O.D. of the end cap. This
reduces the bending force on the end cap and therefore reduces bending in the screws.
3. Install the bearing (Item 6) with a mandrel, National Oilwell Part No. 211574. Failure to install
this fiberglass bearing with the proper mandrel will crush the ends of the bearing.
4. Note the orientation of Bushing (Item 19), Quick Coupler (Item 8), Cap (Item 4), and Plunger
(Item 5). The orientation of Items 8 and 19 are different for the driller's and off-driller's sides.
Please refer to the end view of the cylinder.
5. After repair service, pressure test the emergency cylinder to 2,000 psi (138 BAR). Use clean
hydraulic fluid (the same as used in the HPU), filtered to 10 microns (absolute) as a test fluid.
Drain the cylinder when the test is completed.
28
EMERGENCY CALIPER CYLINDER

ASSEMBLY/DISASSEMBLY PROCEDURES
(Continued)
WARNING
USE EXTREME CARE WHEN PRESSURE TESTING THE CYLINDER.
THE CYLINDER SHOULD BE SHIELDED WHEN PRESSURIZED FOR
THE TEST. BLEED OFF THE PRESSURE IN THE CYLINDER PRIOR TO
DISASSEMBLY. FAILURE TO OBSERVE THESE POINTS CAN AND
WILL CAUSE PERSONAL INJURY!
WARNING
SUBSTITUTING LOWER STRENGTH CAP SCREWS MAY RESULT IN
FAILED CAP SCREWS WHEN THE CYLINDER IS HYDROSTATICALLY
TESTED. USING LOWER STRENGTH CAPSCREWS WILL ALSO RISK
IN-SERVICE FAILURE OF THE CYLINDER. THEREFORE, ONLY USE
NOW P/N 2110477 CAP SCREWS WITH NOW P/N 2110478 WASHERS TO
CONNECT THE END CAP ON THE EMERGENCY CYLINDER.
FAILURE TO OBSERVE THIS WARNING CAN RESULT IN PROPERTY
DAMAGE, SERIOUS BODILY INJURY OR DEATH!
6. Pressure test certificates are required with cylinders. Test pressure gauges are to be calibrated to
the National Bureau of Standards.
7. Check the torque on all cap screws (Item 17) on the cap (Item 4) every three months. The screw
threads are to be lubricated with a premium moly-based grease and a uniform torque of 115 ft-lbs
to be applied to each screw. Note that all cap screws are of special, high-strength stainless steel,
USE ONLY NATIONAL OILWELL Part No. 2110477. The washers under the screw heads
are also a special, hardened type, USE ONLY NATIONAL OILWELL Part No. 2110478.
29
"WIDE" STYLE CALIPER ASSEMBLIES

This Universal Disc Brake System is produced with National Oilwell "Wide" style lever
arms on the Service and Emergency Calipers. These calipers contain synthetic bearings
which do not require greasing. Seals are provided at all bearing locations to exclude brake
dust, general debris and moisture from entering the small spaces between the bearings and
pins. However, it is possible that some dust, debris and moisture may enter the joint and
cause corrosion of the pins and possible seizing. Therefore, it is recommended that the
caliper assembly pins and levers be disassembled, checked and cleaned every six (6) months.
Any damaged or worn parts, or parts that cannot be suitably cleaned, should be replaced with
new parts as required. Do not use any petroleum-based solvents to clean the braking system,
use "electra-clean" or any comparable cleaner.
National Oilwell "Universal" Disc Brake Systems are equipped with special "grease-out"
fittings on the brake cylinder plungers. These fittings are used to adjust pad running
clearance and have nothing to do with reducing friction or flushing contaminants. These
"grease-out" fittings should not be greased or otherwise disturbed except when adjusting
running pad clearances.
DISC INSPECTION
The overall thickness of each disc should be checked occasionally. The allowable wear for each
side of a disc is 1/4". Therefore, the minimum disc thickness is 2-1/2". If the wear is not flat, then
the measurement should be taken at the point of most wear. The disc should also be inspected for
leaks on the surface and at the water connections. Also check the condition of the water hoses.
It should be pointed out that the braking surfaces of the discs exhibit a pattern of small cracks over
the surface. Due to a phenomenon referred to as "stress-relief cracking", the small cracks are
normal for the manufacturing process used. The surfaces of the disc are overlaid with a very hard
material by a specialized welding process. The material, in addition to being very hard, is also
very brittle. Upon cooling, the material tends to contract. The contraction forces, coupled with the
brittle material, causes small cracks to form in order to relieve the concentrated stresses caused by
the contraction. These cracks do not extend into the base material of the disc and do not
compromise the structural integrity of the disc. All hard surfaced products such as brake discs and
rims, drums, dozer blades, etc. exhibit this type of stress relief cracking. However, if very large
cracks are observed in the disc, then this should be investigated further. Non-destructive tests may
be performed or the crack may have to be ground out to verify its severity. Normally, the crack
may be repaired and the surface of the disc brought back to the original, smooth contour of the
disc.
30
BRAKE DISC COOLING WATER REQUIREMENTS

The brake discs must have a sufficient supply of cooling water flowing through them any time the
drawworks is being used. Energy from the descending load is dissipated through the brake systems,
some of it through the dynamic brake and some of it through the disc brakes (depending on how
much the driller is utilizing each brake). This energy is transformed into heat in each brake and
must be carried away by the cooling water to prevent overheating and subsequent damage to the
brake. The disc brake dissipates its portion of the load-produced energy with friction between the
brake lining material and the disc. The heat produced by friction is then conducted through the disc
wall and into the circulating water.
The maximum INLET water temperature to the disc brakes is 100°F (38°C). The maximum
OUTLET temperature from the disc brakes is 165°F (74°C).
MINIMUM FLOW RATES for various Drawworks are as follows:
HORSEPOWER DRAWWORKS FLOW RATES

Rating Model GPM Liters/Min
1625-UDBE, 1625-UDBM
3000 60 227
E-3000-UDB, M-3000-UDB
1320-UDBE, 1320-UDBM
2000 40 151
E-2000-UDB, M-2000-UDB
1500 110-UDBE, 110-UDBM 30 114
Water pressure should be whatever is required to obtain the above flows, although it should not
normally exceed 70 psi (4.8 BAR). Water lines in the piping to the drawworks should be sized
such that the pressure does not exceed this level.
31
MAINTENANCE
Proper maintenance is absolutely necessary for the successful operation of the disc brake system.
The introduction of a hydraulic system and other more complex components naturally calls for
additional maintenance -- considerably more than band brake systems. As mentioned before, the
disc brake system is a high performance braking system and requires a more consistent,
concentrated effort than those employed for the band brake systems.
Maintenance of the "Universal" Disc Brake System involves routine checks of the hydraulic circuits
and the caliper assemblies. These checks are outlined in the maintenance schedule. This schedule
gives the recommended frequency for each check and indication of the required conditions. Details
of each check are provided and referenced to their respective pages in the "MAINTENANCE
SCHEDULE".
STRUCTURAL MAINTENANCE
The structural parts of the disc brake system should be checked thoroughly every six (6) months.
However, visual spot checks should be made any time the system is worked on for problems or
other maintenance. Structural parts of the system include the Caliper Support Arms, all pins,
caliper levers, hydraulic cylinders, brake pad backing plates, brake discs, disc adapters, and all
fasteners (bolts, screws, nuts, washers, cotters, etc.). These components should be checked for
damage, deformation, cracks, corrosion and any other problems that may exist. Repair or replace
any components as required.
All components are designed for resistance to corrosion, either by special coating processes or by
virtue of lubrication. Keep in mind that corrosion is a definite failure mode and that corroded parts
should either be cleaned up and re-used or replaced based on the judgment of a qualified mechanic.
Structural welds, particularly on the Support Arms, should be inspected at least at the six (6) month
interval. Check for cracks, corrosion or any other problem. Repair or replace as judged necessary.
Check the torque on all caps crews in the brake system. This mainly includes the large screws at
the base and top of the caliper support arms and the screws in the Emergency Caliper Cylinder end
caps. Fastener torques should be checked at three (3) month intervals. Check to make sure that the
proper fasteners are used at each location. The Emergency Caliper Cylinder end caps use special
high strength/hardened screws and washers. USE ONLY NATIONAL OILWELL PART
NUMBERS 2110477 and 2110478. SAE Grade 8 screws should be used for the base connection of
the Caliper Support Arms. SAE Grade 5 (minimum) screws are to be used in other locations unless
otherwise specified. Refer to the appropriate drawing in the "Parts List" for the proper torque
values. All fasteners are to be corrosion resistant, such as nickel-plated, stainless steel, etc.
32
MAINTENANCE SCHEDULE
PERIOD CHECK REQUIREMENT
Check wear:
Pad thickness Service pads - 5/8" min. thickness
Weekly Emergency pads - 7/8" min. thickness
Service pads: 1/16" max. total clearance

Pad running clearance
Emergency pads: .020" max. total clearance
Push /pull /rotate unloaded caliper assembly

Caliper assembly levers and
components to confirm they move freely and are
pins for seizing
not seized
Actuate the crown toggle valve on the drawworks

Crown toggle system and make sure the brakes set properly and the
Monthly drum clutches disengage.
Use special disc brake grease, reference part

number 7806084. Note: If straight grease fittings
Grease all fittings
in some locations are not accessible, install
appropriate angle grease fittings as required.
3 Months Fastener torques Check torques on all bolts and screws.

Clean to prevent built up of brake dust coating
Disassemble and clean caliper that may cause caliper pins to seize. Replace any
assembly levers and pins. damaged components or components that cannot
6 Months be cleaned to eliminate seizing.
Inspect all structural components in the brake
Structural checks
system
Disc wear Minimum allowed thickness: 2-1/2"
12 Months Disc springs in emergency

Replace all disc springs.
(spring set) caliper cylinders.
33
TROUBLE SHOOTING
SYMPTOM POSSIBLE CAUSES
INSUFFICIENT LUBRICATION
(Support pins only)
BRAKE DUST COMPACTED

ON PINS AND BORES
PINS SEIZING
EXCESSIVE CORROSION
DAMAGED PARTS
RESTRICTION IN RETURN LINE

TO TANK
MAIN (SERVICE) CALIPERS
SLOW IN RELEASING
WEAK RETURN SPRINGS
GENERAL NOTE:
A quick disconnect fitting that is not connected properly will interrupt the flow of fluid to that
circuit. A line may appear to be properly connected, but if it is possible to disconnect it with
pressure on the circuit, then fittings were not completely sealed. It is extremely difficult to couple
or uncouple quick disconnect fittings if a line is under pressure.
34
EXECUTIVE OFFICES MANUFACTURING PLANTS

HOUSTON CORPORATE HOUSTON PRODUCTS & TECHNOLOGY HOUSTON PLANT MCALESTER WORKS
HEADQUARTERS 5225 Hollister Street 11919 FM 529 Road 501 N George Nigh Exp
10000 Richmond Avenue Houston, TX 77040 Houston, TX 77041 (Hwy 69 Bypass North)
Houston, TX 77042 P.O. Box 4638 PHONE: 713/849-8000 McAlester, OK 74501
P.O. Box 4888 Houston, TX 77210-4638 PHONE: 918/423-8000
Houston, TX 77210-4888 PHONE: 713/935-8100
PHONE: 713/346-7500
SALES OFFICES
ANCHORAGE, AK DENVER, CO MIDLAND, TX RIO VISTA, CA
PHONE: 907/522-3727 PHONE: 303/298-8112 PHONE: 915/684-5576 PHONE: 707/374-2580
BAKERSFIELD, CA HOUSTON, TX NEW ORLEANS, LA TULSA, OK
CASPER, WY LONG BEACH, CA ODESSA, TX VENTURA, CA
DALLAS, TX LOS ANGELES, CA OKLAHOMA CITY, OK WICHITA, KS
WILLISTON, ND
PHONE : 701/572-3781
UNITED STATES STORES

ANCHORAGE, AK CHEYENNE WELLS, CO GREAT BEND, KS LIBERAL, KS
ANDREWS, TX CLAY CITY, IL HARTSHORNE, OK LINDSAY, OK
BAKER, MT CORPUS CHRISTI, TX HARVEY, LA LONG BEACH, CA
BAKERSFIELD, CA CORTEZ, CO HENDERSON, KY MCALLEN, TX
BIG LAKE, TX CROSSVILLE, IL HOBBS, NM MCCOOK, NB
BIG PINEY, WY DENVER CITY, TX HOMINY, OK MOBILE, AL
BIG SPRING, TX DICKINSON, ND HOUMA, LA MOHALL, ND
BILLINGS, MT ELK CITY, OK HOUSTON, TX MONAHANS, TX
BRADFORD, PA ELLINWOOD, KS KALKASKA, MI MORGAN CITY, LA
BROOKHAVEN, MS EVANSTON, WY KENAI, AK MT. CARMEL, IL
BRYAN, TX FT LUPTON, CO KENEDY, TX MT. PLEASANT, MI
CAMERON, LA FT. SMITH, AR KILGORE, TX NESS CITY, KS
CASPER, WY FREER, TX LAREDO, TX NEW IBERIA, LA
CHARLESTON, WV GILLETTE, WY LAUREL, MS ODESSA, TX
35
UNITED STATES STORES

OKLAHOMA CITY, OK POWELL, WY SHIDLER, OK VERNAL, UT
PAINTSVILLE, KY PUNXSUTAWNEY, PA SHREVEPORT, LA VICTORIA, TX
PAMPA, TX RATLIFF CITY, OK SNYDER, TX WATFORD CITY, ND
PEARSALL, TX RIVERTON, WY SUNDOWN, TX WILLISTON, ND
PENNSBORO, WV ROCK SPRINGS, WY VENICE, LA WOODLAND, CA
PLAINVILLE, KS SABINE PASS, TX VENTURA, CA
PHONE: 913/434-4624 PHONE: 409/971-2449 PHONE: 805/653-6666
INTERNATIONAL DISTRIBUTORS
NATIONAL OILWELL CANADA LTD. NATIONAL OILWELL NATIONAL OILWELL, INT'L
CANADA DE VENEZUELA, C.A. UNITED STATES
MAIN SALES OFFICE: HEADQUARTERS: MAIN SALES OFFICE:
2300 BOW VALLEY SQUARE III APARTADO 1146, 4001-A 1530 W SAM HOUSTON PKWY N
255 - 5TH AVENUE S.W. CALLE 158 CON AVENIDA 68 HOUSTON, TX 77043
CALGARY, ALBERTA AMPLIACION ZONA INDUSTRIAL P.O. BOX 4638
CANADA T2P 3G6 MARACAIBO, EDO. ZULIA, HOUSTON, TX 77210-4638
PHONE: (403) 294-4500 VENEZUELA PHONE: 713/935-8000
FAX: (403) 262-9166 PHONE: (011-58-61) 361850 FAX: 713/935-8351
FAX: (011-58-61) 362561
NATIONAL OILWELL (U.K.) LTD. NATIONAL OILWELL PTE. LTD.

MACHINERY CENTRE: SOUTHEAST ASIA SALES OFFICE:
BADENTOY ROAD MACHINERY AND SERVICE CENTRE
BADENTOY INDUSTRIAL PARK 30 TUAS BASIN LINK
PORTLETHEN, ABERDEEN SINGAPORE 638786
SCOTLAND ABI 4YA PHONE: (011-65) 861-1566
PHONE: (011-44-1224) 783-060 FAX: (011-65) 861-0796
FAX: (011-44-1224) 783-266
NATIONAL OILWELL (UAE) LTD.

MIDDLE EAST SALES OFFICE:
SALES AND SERVICE CENTRE
P.O. BOX 61490
RA/08-TA06
JEBEL ALI, UAE
PHONE: 971 4 8838776
FAX: 971 4 8838795
36

Universal Disc Brakes

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Universal Disc Brakes

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UNIVERSAL DISC BRAKE

General Maintenance Requirements................................................................................. 5

System Start-Up .................................................................................................................. 9

Crown Toggle System ......................................................................................................... 12

Main (Service) Brake Control Valve Adjustment............................................................ 13-14

Main Brake (Service) Calipers

Emergency Brake Calipers

Emergency Caliper Cylinder Assembly/Disassembly Procedures ................................. 28-29

"Wide" Style Caliper Assemblies...................................................................................... 30

Brake Disc Cooling Water Requirements......................................................................... 31

Sales and Service Information ........................................................................................... 35-36

GENERAL MAINTENANCE REQUIREMENTS

Here are a few tips on SAFE OPERATING PRACTICES:

SAFE OPERATING PRACTICES (continued):

4. BE SURE THAT THE CORRECT DRAWWORKS TRANSMISSION RATIO AND CORRECT

5. BEFORE STARTING ON A TRIP OR OTHER HOISTING PROGRAM, CHECK THE

6. MOVE LOADS SMOOTHLY, WITHOUT SUDDEN ACCELERATION OR DECELERATION.

7. ALWAYS KNOW THE POSITION OF THE HOOK/BLOCK ASSEMBLY IN THE DERRICK.

10. DO NOT ALLOW PERSONNEL TO RIDE ON THE LOAD OR HOISTING TACKLE.

12. DO NOT LEAVE THE DRAWWORKS CONTROL UNATTENDED WHILE A LOAD IS

I. MAIN (SERVICE) BRAKES:

II. EMERGENCY BRAKES:

CROWN TOGGLE SYSTEM

MAIN (SERVICE) BRAKE CONTROL VALVE ADJUSTMENT

4. Make the adjustments as outlined below

5. Set the Emergency Brakes by depressing the Parking Brake knob.

MAIN (SERVICE) BRAKE CONTROL VALVE ADJUSTMENT

1) Control Valve Frame

BRAKES RELEASED BRAKES ENGAGED

DISC AND CALIPER INSTALLATION

Note: The emergency

MAIN (SERVICE) CALIPER ASSEMBLY

1) Cylinder Assembly, Service

MAIN BRAKE (SERVICE) CALIPERS

MAIN BRAKE (SERVICE) CALIPERS

MAIN BRAKE (SERVICE) CALIPERS

MAIN BRAKE (SERVICE) CALIPERS

H. Reconnect the Quick Disconnects at the Emergency Cylinders.

EMERGENCY CALIPER ASSEMBLY

1) Cylinder Assembly, Emergency

EMERGENCY CALIPER CYLINDER ASSEMBLY

1) Ring, Guide 13) Seal

EMERGENCY BRAKE CALIPERS

EMERGENCY BRAKE CALIPERS

ALWAYS CHECK FOR INTERFERENCE WHILE MEASURING PAD

EMERGENCY BRAKE CALIPERS

THERE MUST NOT BE ANY LOAD ON THE HOOK WHILE

EMERGENCY BRAKE CALIPERS

EMERGENCY BRAKE CALIPERS

EMERGENCY CALIPER CYLINDER

EMERGENCY CALIPER CYLINDER

"WIDE" STYLE CALIPER ASSEMBLIES

BRAKE DISC COOLING WATER REQUIREMENTS

MINIMUM FLOW RATES for various Drawworks are as follows:

HORSEPOWER DRAWWORKS FLOW RATES

Service pads: 1/16" max. total clearance

Push /pull /rotate unloaded caliper assembly

Actuate the crown toggle valve on the drawworks

Use special disc brake grease, reference part

3 Months Fastener torques Check torques on all bolts and screws.

12 Months Disc springs in emergency

BRAKE DUST COMPACTED

RESTRICTION IN RETURN LINE