Manual Basic Oilfield - Equipment PDF

JET Manual 04 Basic Oilfield
Equipment
Reference: InTouch Content ID# 4127828
Version: 1.2
Release Date: 04-Feb-2015
EDMS UID: 1660658622
Produced: 04-Feb-2015 18:02:23
Owner: Well Services Training & Development
Author: Henry Wortmann, Jay Kleinheinz,
Chuck Wittacare
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Copyright © 2015 Schlumberger, Unpublished Work. All rights reserved.

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Document Control
Owner: Well Services Training & Development
Author: Henry Wortmann, Jay Kleinheinz, Chuck Wittacare
Reviewer: Alice S. Lee
Approver: Alice S. Lee
Contact Information
Name: Well Services Training & Development
LDAP Alias: WS-PPC-TechCom
Revision History
Version Date Description Prepared by
1.2 04-Feb-2015 Conversion into EDMS and changed Author: Bheemesh Dasari
electrometric to elastomeric in Section 2. (TechCom) and Daphne Chang
(TechCom)
1.1 31-Jan-2007 First version of manual. Author: WS Training and
Development, IPC
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Regulatory Compliance
Waste management
IMPORTANT INFORMATION FOR CORRECT DISPOSAL OF THE EQUIPMENT
This symbol means that the equipment cannot be discarded in a rubbish-bin. At
its end of life, the equipment and/or its components must be treated, following
Schlumberger Environmental procedures, in compliance with Schlumberger QHSE
Policy and applicable laws and regulations on waste management.
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Table of Contents
Regulatory Compliance __________________________________________ iv
1 Introduction ____________________________________________________ 1-1

1.1 Learning Objectives __________________________________________ 1-1
1.2 Safety Warning ______________________________________________ 1-2
2 Basic Engines and Transmissions ______________________________ 2-1

2.1 Types of Engines ____________________________________________ 2-1
2.2 Engine Comparisons _________________________________________ 2-4
2.3 Diesel Engines – Schlumberger’s Main Prime Movers __________ 2-6
2.4 Transmissions ______________________________________________ 2-19
3 Basic Pneumatic Systems ______________________________________ 3-1

3.1 Types of Pneumatic Systems _________________________________ 3-1
3.2 Parts of Pneumatic Systems __________________________________ 3-2
3.3 Pneumatic Systems Components _____________________________ 3-4
3.4 Applications ________________________________________________ 3-13
3.5 Safety ______________________________________________________ 3-13
4 Basic Electrical Systems _______________________________________ 4-1

4.1 Basic Circuit _________________________________________________ 4-1
4.2 Electric Current ______________________________________________ 4-3
4.3 Voltage ______________________________________________________ 4-4
4.4 Resistance __________________________________________________ 4-5
4.5 Power (Wattage) _____________________________________________ 4-6
4.6 Ohm’s Law and Power Formula _______________________________ 4-7
4.7 Conductors and Insulators ____________________________________ 4-8
4.8 Batteries ____________________________________________________ 4-9
4.9 Generators and Alternators __________________________________ 4-14
4.10 Regulators, Breakers, and Fuses ____________________________ 4-17
4.11 Applications ________________________________________________ 4-19
4.12 Safety ______________________________________________________ 4-20
5 Basic Hydraulic Systems _______________________________________ 5-1

5.1 Hydraulic Power Usage ______________________________________ 5-1
5.2 Maintenance of Hydraulic Components ________________________ 5-2
5.3 STEM I Auxiliary Post-Trip Inspection _________________________ 5-4
5.4 STEM I Repair Process _____________________________________ 5-16
6 STEM I Diesel Engine __________________________________________ 6-1
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7 STEM I Compressor ____________________________________________ 7-1
8 STEM I Acid Transport _________________________________________ 8-1
9 STEM I Cement Bulk Equipment ________________________________ 9-1
10 STEM I Batch Mixers __________________________________________ 10-1
11 Equipment Modifications ______________________________________ 11-1
12 References ____________________________________________________ 12-1
13 Check Your Understanding ____________________________________ 13-1
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List of Figures
2-1 Electric Motor Used in Cement Pump Skid __________________________ 2-1

2-2 Gasoline Engine ___________________________________________________ 2-2
2-3 Diesel Engine _____________________________________________________ 2-3
2-4 Four-Stroke Diesel Engine Cycle ___________________________________ 2-7
2-5 Two-Stroke Diesel Engine Cycle ____________________________________ 2-7
2-6 Diesel Engine Components ________________________________________ 2-8
2-7 Wet or Oil Bath Filters______________________________________________ 2-9
2-8 Dry or Cartridge Filters ____________________________________________ 2-10
2-9 Blower or Supercharger ___________________________________________ 2-11
2-10 Turbocharger_____________________________________________________ 2-11
2-11 Air Shutoff Valve (Emergency Kill) _________________________________ 2-12
2-12 Shutoff Valve _____________________________________________________ 2-14
2-13 Mechanical Fuel Injection _________________________________________ 2-15
2-14 Electronic Fuel Injection___________________________________________ 2-16
2-15 Basic Lubrication System _________________________________________ 2-17
2-16 Transmission _____________________________________________________ 2-19
2-17 Clutches _________________________________________________________ 2-20
2-18 Standard Clutch __________________________________________________ 2-21
2-19 Over-Center Clutch _______________________________________________ 2-22
2-20 Single Countershaft (upper) and Twin Countershaft Transmission
(lower) ___________________________________________________________ 2-23
2-21 Transmission _____________________________________________________ 2-24
2-22 Torque Converter in Relation to the Whole Transmission ____________ 2-24
2-23 Direct Couplings __________________________________________________ 2-26
2-24 Flexible Coupling _________________________________________________ 2-27
3-1 Silos ______________________________________________________________ 3-1
3-2 Power Brakes _____________________________________________________ 3-2
3-3 Liquid Additive Systems____________________________________________ 3-2
3-4 Pneumatic System Components ____________________________________ 3-3
3-5 Compressor Unit __________________________________________________ 3-4
3-6 Compressor _______________________________________________________ 3-6
3-7 Compressor Cycle _________________________________________________ 3-7
3-8 Silo Aeration ______________________________________________________ 3-8
3-9 Air Reservoirs _____________________________________________________ 3-8
3-10 Governor__________________________________________________________ 3-9
3-11 Pop-Off Valve and Pressure-Relief Valve ___________________________ 3-10
3-12 Check Valve______________________________________________________ 3-11
3-13 Drain Cock _______________________________________________________ 3-11
3-14 Dryer ____________________________________________________________ 3-12
3-15 Lubricator ________________________________________________________ 3-13
4-1 Basic Electrical Circuit _____________________________________________ 4-1
4-2 Water Pipe Circuit _________________________________________________ 4-2
4-3 Examples of Amperage ____________________________________________ 4-3
4-4 Current Flow ______________________________________________________ 4-4
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4-5 Voltmeter _________________________________________________________ 4-5

4-6 Battery Components _______________________________________________ 4-5
4-7 Resistors__________________________________________________________ 4-6
4-8 Magic Circle_______________________________________________________ 4-7
4-9 Conductivity in Different Materials___________________________________ 4-8
4-10 Conductor and Insulator____________________________________________ 4-9
4-11 Truck Battery _____________________________________________________ 4-10
4-12 Battery Hydrometer _______________________________________________ 4-11
4-13 Voltmeter ________________________________________________________ 4-12
4-14 Jumping _________________________________________________________ 4-14
4-15 Alternator ________________________________________________________ 4-15
4-16 DC and AC Current Flow __________________________________________ 4-16
4-17 Circuit Breakers __________________________________________________ 4-17
4-18 Typical Household AC Fuses ______________________________________ 4-18
4-19 Fuses of Varying Type ____________________________________________ 4-19
4-20 Overpressure Shutdown __________________________________________ 4-20
5-1 Hydraulic Force in a Bottle _________________________________________ 5-1
5-2 Hydraulic Hoses ___________________________________________________ 5-2
5-3 Hydraulic System in a POD Blender Skid____________________________ 5-3
5-4 Checking Fluid Level_______________________________________________ 5-5
5-5 Checking Belts ____________________________________________________ 5-6
5-6 Air Filter Indicator__________________________________________________ 5-6
5-7 Power Take-Offs___________________________________________________ 5-7
5-8 Batteries __________________________________________________________ 5-7
5-9 Exhaust System ___________________________________________________ 5-8
5-10 Gauge Panel ______________________________________________________ 5-8
5-11 Hydraulic System __________________________________________________ 5-9
5-12 Draining Moisture__________________________________________________ 5-9
5-13 Mixing System____________________________________________________ 5-10
5-14 Piping in Truck ___________________________________________________ 5-11
5-15 Centrifugal Pump _________________________________________________ 5-11
5-16 Triplex Pump _____________________________________________________ 5-12
5-17 Bulk Cement Transport ___________________________________________ 5-12
5-18 Displacement Tanks ______________________________________________ 5-13
5-19 Placarding _______________________________________________________ 5-14
5-20 Caps ____________________________________________________________ 5-14
5-21 Radiation Decal __________________________________________________ 5-15
5-22 Densitometer Lock________________________________________________ 5-15
13-1 Parts of Pneumatic System________________________________________ 13-3
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List of Tables
JET Manual 04 Basic Oilfield Equipment / List of Tables

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1 Introduction
1.1 Learning Objectives ____________________________________________ 1-1
1.2 Safety Warning _________________________________________________ 1-2
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1 Introduction
The objective of JET Manual 04, Basic Oilfield Equipment, is to familiarize
personnel with the equipment used in pumping services. The training will provide
a better understanding of Schlumberger equipment design and performance and
reduce service incidents and operating failures.
Schlumberger has in place the Standard Equipment Maintenance (STEM)

program to help outline the procedures needed for the preventive maintenance
of all Schlumberger units. The program consists of the STEM I, STEM II, and
STEM III inspection procedures; each is done at various intervals.
Guidelines are in place regarding the STEM I for the primary pieces of equipment
used in pumping jobs.
One section in this manual outlines the procedures that are necessary for the
STEM I inspection on many of the common pieces of basic equipment.
Use of the STEM procedures for all pumping equipment will minimize job failures,
decrease excessive, premature, expensive repairs, help ensure that equipment
lasts longer, and increase customer satisfaction.
1.1 Learning Objectives

After completion of this training, you should be able to do the following:
• identify advantages and disadvantages, principles of operation, and

maintenance requirements for various types of drivers and transmissions
• explain the principles of operation and components of different types of
pneumatic systems and compressors
• explain the principles of operation of electricity, electrical circuits, batteries,
and circuit components
explain the principles of operation and maintenance for various types of
hydraulic system components
• describe the process for each of the following:
– STEM I Auxiliary Posttrip
– STEM I Diesel Engines
– STEM I Compressors
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– STEM I Sand Chief

– STEM I Acid Transport
– STEM I Cement Bulk Equipment
– STEM I Batch Mixers.
1.2 Safety Warning

Proper supervision is required during hands-on training. Request assistance
from your supervisor if you are unfamiliar or uncomfortable with an operation.
Ensure that all safety devices are in place and operational before you perform
any activities associated with this training.
Always allow enough time to ensure that the prejob and postjob checks can
be performed correctly.
Remember that any safety check item omitted is an opportunity for equipment
failure.
Before you perform the STEM I on the unit, the correct protective clothing is
required:
• Nomex coveralls
• hard-toed boots
• hard hat
• safety glasses.
In addition, the following protective clothing is required only if needed:
• gloves
• goggles
• dust mask
• ear protection.
Be aware of all other unsafe situations when performing routine maintenance.

Safety is basically common sense and training, but each situation has its own
peculiarities, which are not always addressed by rules. Your training and
experience will be helpful guides for safe work habits. Watch out for hazards,
and correct them promptly.
General guidelines for safe operation:
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• Do not wear loose clothing or jewelry that can catch on controls.

• Use steps and rails or handlebars when mounting and dismounting from
the truck.
• Know hand signals and who gives them.
• Clear personnel from the machine area before starting equipment.
• Be sure all tools and electrical cords have been removed from the unit before
starting.
• Start the engine only in well-ventilated areas.
• Check the functioning of safety devices: lights, horn, brakes, etc.
• Observe engine gauges frequently. Be alert to unusual noises.
• Use LOTO (lockout/tagout) whenever performing maintenance on equipment.
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2 Basic Engines and Transmissions

2.1 Types of Engines _______________________________________________ 2-1
2.1.1 Electric Motors _______________________________________________ 2-1
2.1.2 Gasoline Engines ____________________________________________ 2-2
2.1.3 Diesel Engines ______________________________________________ 2-3
2.2 Engine Comparisons ___________________________________________ 2-4
2.2.1 Internal Combustion Engines _________________________________ 2-5
2.2.2 Intake and Combustion _______________________________________ 2-5
2.2.3 Compression ________________________________________________ 2-5
2.2.4 Horsepower and Torque Versus RPM _________________________ 2-5
2.3 Diesel Engines – Schlumberger’s Main Prime Movers __________ 2-6
2.3.1 Stroke Cycles ________________________________________________ 2-6
2.3.1.1 Four-Stroke Diesel Engine Cycle __________________________ 2-6
2.3.1.2 Two-Stroke Diesel Engine Cycle ___________________________ 2-7
2.3.2 Diesel Engine Components ___________________________________ 2-8
2.3.2.1 Air Systems ______________________________________________ 2-8
2.3.2.2 Fuel Systems ___________________________________________ 2-12
2.3.2.3 Fuel Management Systems ______________________________ 2-14
2.3.2.4 Lubrication Systems _____________________________________ 2-16
2.3.2.5 Cooling Systems ________________________________________ 2-17
2.4 Transmissions ________________________________________________ 2-19
2.4.1 Clutches ___________________________________________________ 2-19
2.4.2 Manual Gearbox ____________________________________________ 2-22
2.4.3 Power Shift Transmission ____________________________________ 2-23
2.4.4 Torque Converter ___________________________________________ 2-24
2.4.5 Couplings __________________________________________________ 2-25
2.4.6 Drivelines __________________________________________________ 2-27
2.4.7 Routine Maintenance of Transmissions _______________________ 2-27
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2 Basic Engines and Transmissions

In this chapter, you will learn about the basic types of engines used at
Schlumberger, including electric motors, gasoline engines, and diesel engines.
The chapter compares the three types and provides details about diesel
engines, the principal engine used at Schlumberger. Detail is also given about
transmissions.
2.1 Types of Engines

Schlumberger equipment uses electric motors, gasoline engines, and diesel
engines. These are sometimes called prime movers, which are power plants or
sources of energy that transform a natural energy source into motive power.
2.1.1 Electric Motors

Schlumberger uses electric motors on offshore skids (Figure 2-1).
Figure 2-1: Electric Motor Used in Cement Pump Skid
Advantages of Electric Motors
The advantages of using electric motors include the following:
• no exhaust emissions: Electric motors are noted for their environmentally

clean operation because they produce no exhaust emissions.
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• size: Electric motors are very compact relative to their power output and,
therefore, can easily be adapted to areas where a normal engine will not fit.
Electric motors are also very quiet and operate with little vibration.
Disadvantages of Electric Motors
Electric motors are the best option for most Schlumberger applications, but they
have some serious disadvantages:
• initial high cost: They are more expensive than most other power sources,
costing three times more than comparable horsepower diesel engines.
• power requirements: Electric motors require a power plant or electrical power
supply, which is often not available.
• packaging requirements: Electric motors are limited by their packaging. They
are highly inflexible and must be precisely mounted or installed.
2.1.2 Gasoline Engines

Although diesel engines provide the greatest number of advantages for
Schlumberger applications, gasoline engines are useful in many situations
(Figure 2-2).
Figure 2-2: Gasoline Engine
Advantages of Gasoline Engines
Their advantages include the following:
• initial low cost: Typically, the initial cost of gasoline engines is considerably
lower than that for other forms of power.
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• power versus weight: Gasoline engines are recognized for their good
power‑versus‑weight ratio.
• portability: Because of their light weight, gasoline engines are also one of the
most portable forms of power and can be used in a large variety of situations.
Disadvantages of Gasoline Engines
The disadvantages of gasoline engines include the following:
• limited durability: Because gasoline engines reach their peak horsepower

at a higher speed than diesel engines do, they are less durable. Their light
weight also tends to limit engine life.
• power range versatility: Because they reach peak horsepower at a higher
speed than diesel engines do, their power range is less versatile.
• fuel requirements: Octane ratings and lead content vary from country to
country, making it almost impossible to maintain consistent, dependable
fuel quality.
2.1.3 Diesel Engines

Diesel engines are designed to fit a wide variety of applications and requirements
(Figure 2-3).
Figure 2-3: Diesel Engine
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Some diesel engines are built to operate at many revolutions per minute (rpm),
with little concern for long-term operation. Others, such as the engine on a
coiled tubing unit, produce less horsepower but also require less maintenance
and can last longer.
Advantages of Diesel Engines
The highly reliable diesel engine provides the following advantages over other
prime movers:
• Durability: A diesel engine is built on a heavier scale than a gasoline engine

because of the high internal pressures that it produces. It also operates
at a lower speed with higher torque.
• No Ignition Components: There are no ignition components, and the diesel
fuel lubricates and cools the injectors, providing durability and long life.
• Low Maintenance: When supplied with clean fuel, a diesel engine can
operate continuously for long periods with minimum danger of breakdown.
• Global Fuel Compatibility: Diesel fuel can be found around the world and,
unlike gasoline, is universally consistent.
• Low Exhaust Emissions: Because diesel fuel burns more air than
spark-ignition engines do, the fuel is very free from hydrocarbon and carbon
monoxide exhaust emissions.
• Portability: Despite their weight, diesel engines are portable and can be
positioned almost anywhere.
Disadvantages of Diesel Engines
The disadvantages of using diesel engines include the following:
• Weight: The heavier weight of a diesel engine can affect the ability to mount
the appropriate horsepower engine.
• Difficulty Starting: Diesel fuel is more difficult to ignite than gasoline, and this
can make a diesel engine harder to start. Ether is sometimes used to start
older units. In colder climates, heating and circulating the engine coolant
during transit can keep the engine warm.
2.2 Engine Comparisons

Gasoline and diesel engines are similar in some respects, different in others. For
example, both are classified as internal combustion engines, but they differ in
design and operation.
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2.2.1 Internal Combustion Engines

Both gasoline and diesel engines are classified as internal combustion engines
because they burn fuel inside the engine. To operate efficiently and meet
specifications, all internal combustion engines require these things:
• clean air
• clean fuel
• clean lubricant
• clean coolant.
Internal combustion engines must use the recommended fluids and filters. Also,
the coolant requires corrosion-fighting additives to eliminate rust and other
damage.
2.2.2 Intake and Combustion

The gasoline engine’s intake is a mixture of fuel and air that is ignited by a
spark plug after the air mixture is compressed. A diesel engine’s air intake is
compressed until it becomes hot enough (about 538 degC [1,000 degF]) that
when liquid diesel fuel is forced into the cylinder, it ignites instantly.
2.2.3 Compression
Gasoline engines compress the fuel/air mixture at a ratio of 8.0–10.5 to 1. Diesel
engines compress at a higher ratio of 18–26 to 1. This ratio is the relationship
of the maximum volume of an engine cylinder with the piston at the bottom of
its stroke to the minimum volume of the cylinder with the piston at the top of
its stroke.
2.2.4 Horsepower and Torque Versus RPM

Gasoline and diesel engines differ in the horsepower and torque they are
capable of delivering in relation to the rpm generated. Gasoline engines achieve
maximum horsepower at high rpm and deliver maximum torque at mid to high
rpm. In contrast, diesel engines can achieve maximum horsepower at mid to
high rpm’s and maximum torque at mid rpm’s. This characteristic enables the
diesel engine to perform at maximum output with less wear and tear than the
gasoline engine.
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2.3 Diesel Engines – Schlumberger’s Main Prime

Movers
Diesel engines offer many advantages for Schlumberger applications and are the
prime movers used to power equipment. One example is the CPT-372 cementing
pumper truck powered by Caterpillar engines, which produces high‑pressure
pumping services of up to 570 hhp.
2.3.1 Stroke Cycles

Diesel engines are built with four-stroke cycles and with two-stroke cycles.
2.3.1.1 Four-Stroke Diesel Engine Cycle

In a four-stroke diesel engine, four strokes of the piston are required to complete
one cycle (Figure 2-4):
• Intake Stroke: The piston moves downward, and air, without fuel, is drawn
into the cylinder. The intake valve is open and the exhaust valve is closed.
• Compression Stroke: Both valves are closed, and the piston moves upward
into the closed part of the cylinder to squeeze the air into a tiny space until
it becomes hot enough for liquid diesel fuel forced into the cylinder to burn
instantly.
• Power Stroke: The rapid buildup of burning gases in the cylinder forces
the piston down, making this the power stroke. Once again, both valves
are closed.
• Exhaust Stroke: When the piston reaches the bottom of its stroke, the
cylinder is filled with burned gases, and the piston moves upward to push
them out. During this stroke, the exhaust valve opens while the intake valve
remains closed.
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Figure 2-4: Four-Stroke Diesel Engine Cycle
2.3.1.2 Two-Stroke Diesel Engine Cycle

As the name indicates, the two-stroke cycle has two strokes (Figure 2-5). One
stroke is up; the other is down. Each down stroke is a power stroke. In the
two-cycle diesel, all four valves are exhaust valves.
Ports in the cylinder wall are opened and closed by the movement of the piston.
These ports permit air to be blown into the cylinder. When the piston is at the
bottom of the stroke, the ports are open and a blower forces air into the cylinder
under high pressure. At the same time, exhaust gases are blown out through the
open valves at the top of the cylinder.
As the piston rises, the intake ports are covered, the exhaust valves close, and
air in the cylinder is compressed. When the piston is near the top of the stroke,
fuel is injected. The fuel is ignited by heat developed from compression, and
expanding gases force the piston down to develop power.
Figure 2-5: Two-Stroke Diesel Engine Cycle
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2.3.2 Diesel Engine Components

This section describes the following components of diesel engines:
• air systems
• fuel systems
• fuel management systems
• lubrication systems
• cooling systems.
Figure 2-6 shows the components of a diesel engine.
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3
6 5 4
Figure 2-6: Diesel Engine Components.

1. primary fuel filter
2. air intake filter
3. engine oil filter
4. truck engine start relay
5. power steering oil reservoir
6. secondary fuel filter
7. air compressor
2.3.2.1 Air Systems

Components of a diesel engine air system can include
• an air filter
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• a blower (supercharger)
• a turbocharger
• an air filter restriction indicator
• a plumbing
• an emergency air shutoff valve.
Air Filters
Many air filters reverse the direction of airflow one or more times as air enters
the unit. During the first cleaning stage, centrifugal action is used to remove 90%
or more of the foreign matter contained in air. This centrifugal action is used in
two types of air filters typically found in diesel engines:
• wet or oil bath filters

• dry or cartridge filters.
Wet or Oil Bath Filters
In this type of filter, the direction of the incoming air is reversed and directed over
the surface of the oil bath (Figure 2-7). As a result, a large portion of the foreign
matter is retained in the oil bath. In some filter designs, the air is then passed
through an oil-wetted copper mesh screen.
Figure 2-7: Wet or Oil Bath Filters
Wet filters are used less frequently because of the following:
• Environmental problems are posed by disposal of the filtering fluids.

• More maintenance effort is required for wet filters than for dry filters.
• They are less efficient than paper element filters.
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Dry or Cartridge Filters
The dry-type filter is a highly efficient paper element filter. It is typically an

accordion‑pleated ring of specially treated paper, sealed top and bottom with a
plastic ring. This is the type of filter most commonly used today (Figure 2-8).
Figure 2-8: Dry or Cartridge Filters
Replacing dry filter elements at scheduled maintenance intervals or whenever

they are seen to be plugged is recommended.
Today, most filter housings are equipped with an indicator (vacuum restriction
gauge), which indicates when the filter should be cleaned or changed.
If a replacement filter is not readily available, you may either
• remove the old one and tap it to knock off the accumulated dirt
• wash it in water with a nonsudsing detergent.
Blower or Supercharger
A blower, or supercharger, is a device that forces additional air into the engine to
increase its efficiency and horsepower (Figure 2-9).
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Figure 2-9: Blower or Supercharger
Turbocharger
A turbocharger is a blower, powered by engine exhaust gases, that forces air

into the intake manifold at higher than atmospheric pressure to increase engine
power and performance (Figure 2-10).
Figure 2-10: Turbocharger
A turbocharger rotates at very high speeds and is very hot. Therefore, it requires
both lubrication and cooling. Typically, oil from the engine is used for this
purpose. The oil is routed through the turbocharger and returned to the engine
where it is cooled and filtered on an ongoing basis as the engine is running. (For
this reason, you should let the engine idle for several minutes before killing the
engine.) In some applications, additional water cooling is used.
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Air Filter Restriction Indicator
The air filter restriction indicator measures the degree of vacuum existing in an
engine chamber. A complete vacuum is undesirable and can be created by
clogged or dirty filters. The indicator indicates when air filters should be cleaned
or changed. This device can be mounted either on the filter or on the dashboard
console.
Plumbing (Pipes and Fittings)
Various pipes and fittings are required to connect components of the air system,
such as intake and exhaust pipes.
Emergency Air Shutoff Valve (Emergency Kill)
Air shutoff valves cut off all air to a diesel engine (Figure 2-11). They are required
when operating near gas wells because a diesel engine may continue to run
even after fuel has been shut off. This occurs when airborne natural gas is drawn
into the engine, providing the air/gas mixture that enables the engine to operate
without diesel fuel being injected.
Figure 2-11: Air Shutoff Valve (Emergency Kill)
2.3.2.2 Fuel Systems

The principal job of the fuel system is to start, deliver, regulate, and inject fuel
into the combustion chamber.
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Components of diesel engine fuel systems include
• fuel pump
• filters
• reservoir
• plumbing
• shutoff valve
• check valve
• injectors.
Fuel Pump
The fuel pump transfers fuel from the fuel tank or reservoir to the engine or
engines. Diesel engine fuel pumps may require priming, especially if the fuel
tank has been run until empty. To avoid engine damage, the operator should
prime both the pressure side and the suction side of the pumping unit.
Filters
A diesel engine fuel system typically has two filters. Once fuel is drawn from the
tank or reservoir, it flows to the inlet on the first, or primary, fuel filter. The fuel
continues from the primary filter to the fuel pump. Fuel is then sent through the
second filter and on to the injectors.
Reservoir
The reservoir, or fuel tank, holds and supplies diesel fuel for use by the engine.
Plumbing (Hoses, Pipes, and Fittings)
Fuel, exhaust, and other materials are carried to various components of the
engine through a network of hoses, pipes, and fittings called plumbing.
Shutoff Valve (Normal Kill)
The shutoff valve terminates the flow of fuel from the reservoir to the engine
(Figure 2-12). This mechanism applies to two-stroke Detroit engines. It does not
apply to current CAT engines.
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Figure 2-12: Shutoff Valve
Check Valve
The check valve is mounted on the fuel tank to prevent fuel from returning to the
reservoir and from losing prime when the engine is shut off.
Injectors
Fuel injection is a method to control the amount of fuel delivered to an internal

combustion engine. In the engine, the fuel is burned in air to produce heat.
Fuel injectors are the most important parts of a fuel system. These high-precision
devices calculate the right amount of fuel, inject it into the cylinder under high
pressure, and atomize the fuel for combustion. Fuel not injected into the
combustion chamber cools the injector and returns to the fuel tank through
a bypass system.
2.3.2.3 Fuel Management Systems

Fuel management refers to the amount of fuel fed to the injector heads for
combustion. The equipment used to force fuel into the combustion chamber
not only meters the quantity of fuel required for each cycle of the engine in
accordance with the load and speed of the engine, but also develops the high
pressure required to inject fuel into the cylinder at the correct instant of the
operating cycle. Fuel injection must start and end abruptly.
The two types of fuel management systems used by diesel engines are
mechanical fuel injection and electronic fuel injection.
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Mechanical Fuel Injection
A mechanical fuel injection system forces fuel through spray nozzles with fuel
pressures of up to 2,000 psi (Figure 2-13). Typically, the metering rack to the
injector controls the amount of fuel that is injected.
Mechanical fuel injection systems require frequent maintenance by a mechanic

because of the number of moving parts.
This diesel fuel injection system is an example of a mechanical-type system. As

the piston passes the intake ports during the compression stroke, the fuel injector
is opened by the eccentric cam. The injector orifice is adjusted by movement of
the pivot point in the pivot linkage to control the amount of fuel injected.
Figure 2-13: Mechanical Fuel Injection
Electronic Fuel Injection
The most efficient method of fuel injection is the electronically controlled system.
This method uses a computer to control the timing of fuel delivery and the
precise amount of fuel flowing to the injector. Electronic fuel injectors require
less maintenance, but they need a qualified mechanic for regular maintenance
(Figure 2-14).
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Figure 2-14: Electronic Fuel Injection
2.3.2.4 Lubrication Systems

The primary purpose of the lubrication system is to reduce friction in the engine
(Figure 2-15). Its secondary purpose is to assist in cooling the engine.
Components include the following:
• Reservoirs/Sumps: Reservoirs are the source of oil for the engine and are
sometimes referred to as oil pans. Oil is automatically transferred to the
crankcase from the reservoir, which holds approximately 7 galUS of oil.
• Strainers/Filters: After oil is pumped from the reservoir, it passes through a
filter that removes suspended debris from the oil.
• Coolers: Heat must be removed from the lubricating oil so that it will retain
viscosity and other lubricating qualities. The lubrication cooling system works
like a heat exchanger. Oil heated by the engine circulates through tubing in
the cooler body or shell and is carried back to the engine.
• Filter Bypass Valve: This pressure-regulated valve allows a percentage of
the oil pumped from the reservoir to bypass the filter and flow directly to
the engine. This is done because filters often become clogged, restricting
the oil flow.
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• Oils: Two types of oil are used to lubricate diesel engines. Petroleum-based
oils are the most common because of their relatively low cost and availability.
Synthetic oils are more effective, but they are more expensive.
1
8 3
4
5
7 6
Figure 2-15: Basic Lubrication System. 1. Oil filter, 2. Camcase dead space, 3. Oilways, 4.
Galleries, 5. Rear bearing seal, 6. Sump, 7. “MAX” level sump on dipstick, 8. Front bearing seal
Various factors affect engine lubrication, including engine speed, engine

condition, and power demand:
• Engine Speed: High-rpm engine operation creates the need for more
lubrication because of increased friction. Low rpm, or low speeds, can also
create problems. At idle speeds, the compression ratio is not dependent
on rpm’s. Idle speeds can cause incomplete combustion due to lower
combustion chamber temperatures. Unburned fuel can wash down the
cylinders, leading to increased friction. The least amount of friction is created
at mid‑range rpm or speeds.
• Engine Condition: Excessive bearing clearance and cylinder wear affects
engine lubrication. Oil can collect, leaving residues or preventing other parts
of the engine from receiving lubrication.
• Power Demand (engine load): The more load, or power, required from an
engine, the more lubrication it needs.
2.3.2.5 Cooling Systems

The intense heat of the diesel engine can physically melt engine components.
The cooling system dissipates heat fast enough so that it does not damage the
engine.
There are two types of cooling systems: air and liquid cooled systems.
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There are diesel engines that use air to cool the engine rather than a
water/antifreeze mixture. This method is used primarily in small engines and
uses fans and cooling fins to dissipate engine heat.
The engine is cooled by circulating the coolant (a water/antifreeze mixture)

through passages around the cylinder heads and walls in the block. A
pump creates a flow within the system to ensure positive circulation. The
water/antifreeze mixture collects the heat and flows into the radiator to be cooled.
Simultaneously, cooler water replaces the hot water, and another cycle begins.
Cooling system components include the following:
• Liquid-to-air Exchange (radiator): The water/antifreeze mixture passes

through and is cooled in the radiator before passing through the engine block.
• Liquid-to-liquid Exchange (tube and shell): In many offshore applications,
cooling coils are used in the vessel. These dissipate heat from the engine by
circulating engine coolant through tubes that are cooled by seawater.
• Plumbing: Pipes and hoses are used to circulate coolant from the radiator to
the engine.
• Thermostat: This device controls the flow of coolant in relation to temperature.
• Pressurization: Pressure on the system is required to move the coolant from
the radiator to the engine and back. Pressure also raises the boiling point
of the water and antifreeze mixture.
Routine Maintenance
The routine STEM (standard equipment maintenance) procedure for diesel

engines should include checks of the following:
• Fuel System: First check the fuel level. Then look for leaks in the lines
and connections. Drain a small amount of fuel from the reservoir (making
sure not to spill any) to remove any water that may be in the system due to
condensation or impure fuel.
• Air System: Ensure that air can flow unrestricted to the engine by checking
the vacuum restrictor gauge.
• Oil System: Check the oil level and oil condition by looking at the dipstick.
The oil on the dipstick should have the same overall appearance and be
somewhat transparent.
• Coolant System: Check for adequate fluid levels. Check both the fan and
the fan belts for damage, and ensure that the fan can turn unrestricted. Also
check the radiator for any leaks or damage.
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2.4 Transmissions
The transmission’s basic function is to allow the engine to operate in its limited
range of speeds but to output a broader range of speeds (Figure 2-16).
Figure 2-16: Transmission
The transmission, in most cases, is connected to the back of the engine and
sends power from the engine to other mechanisms. The engine runs best at
certain rpm ranges. The function of the transmission is to ensure that the power
is delivered to the wheels or pumps while the engine is kept within the optimal
range.
Transmissions are divided into manual and automatic. Manual transmissions

are equipped with a clutch and a gearshift. The automatic transmission does
not have this component, and when it has been put into drive, it changes gears
automatically. The automatic transmission does have a torque converter.
In this training manual, automatic transmission refers to the transfer of engine

torque to other mechanisms. A number of methods are used to transmit the
torque, or rotating force, that is generated by electric motors, diesel engines,
and gas engines to external devices.
2.4.1 Clutches
An engine is connected to the transmission via the clutch (Figure 2-17). The
clutch provides a smooth connection and disconnection of engine power flow to
the transmission. It is located between the engine and transmission assemblies.
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Figure 2-17: Clutches
Many clutches incorporate disks that are brought together to transmit torque.
In a heavy-duty disk clutch, both driving and driven members are used.
• Driving members use opposed metal disks and flywheel.

• Driven members include sandwiched friction or clutch disks and the input
shaft of the transmission.
To disengage the clutch and interrupt the flow of power, a release bearing is
pushed forward by the clutch fork. When the release bearing contacts the
release levers, it causes them to pivot and pull the clutch plate away from the
clutch disk. The driving parts now rotate without moving the clutch disk, and
power is interrupted.
Spring pressure holds the clutch engaged. When engaged, the clutch springs
exert full pressure on the clutch plate, holding the clutch disk against the flywheel.
The force required to activate or control clutches may be supplied by actuators

that are
• electrical
• mechanical
• pneumatic.
Electric Clutches
Electric current flowing through a field coil activates electric clutches. The current
engages and disengages the clutch.
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Mechanical
Mechanical clutches use linkages and springs to manually engage and

disengage. The two basic types of mechanically operated clutches are
• standard
• over-center.
Standard Clutches
With standard clutches, foot motion on the clutch pedal moves through the
linkage to the clutch-release-bearing fork (Figure 2-18). This pushes the release
bearing against the clutch release levers, disengaging the clutch. Some clutches
use springs, which serve as aids in disengaging, and as return springs when
the clutch is engaged.
1 2
3
17 4
5
16
6
15 7
8
14
9
13 10
12 11
Figure 2-18: Standard Clutch
1. Driving surface 7. Pedal 13. Clutch shaft

2. Driven-plate assembly 8. Throwout collar 14. Crank shaft
3. Pressure plate 9. Transmission main gear 15. Pilot-bearing
4. Clutch cover 10. Throwout lever 16. Flywheel
5. Clutch spring 11. Lever pivot point 17. Ring gear
6. Throwout bearing 12. Release lever
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Over-Center Clutch
The over-center clutch can lock in the engaged or disengaged position without
the lever or pedal being continually held (Figure 2-19). An over‑center clutch is
used for many power‑take‑off applications, such as compressors.
Figure 2-19: Over-Center Clutch
Pneumatic
The pneumatic, or air-actuated, clutch is a double-positioned air cylinder hooked

to the shaft that engages and disengages the clutch.
2.4.2 Manual Gearbox

A manual gearbox is a train of gears that transfers and adapts engine power to
the drive wheels or pump of the machine. An operator must engage the clutch
and position the gear lever to select speed ratios for various travel speeds or to
reverse the direction of travel.
The gears have two or more parallel shafts arranged to
• mesh together to provide a change in speed or direction (sliding gear)

• remain in constant mesh (collar or synchromesh).
In neutral, the gears are free running. When shifted, they are locked to their
shafts.
A special friction clutch called a synchronizer is used to equalize the speed

of mating parts before they engage.
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In most transmissions, a countershaft allows one set of gears to be shifted

without disturbing the other gear ratios in the transmission. This method is
commonly used when reversing direction (Figure 2-20).
2 3
1
4
Figure 2-20: Single Countershaft (upper) and Twin Countershaft Transmission (lower).
1. From engine
2. Gear selector fork
3. To differential
4. Idle gear
5. Main shaft
6. Countershaft
To lubricate the gearbox, an 80/90W oil is typically used. The oil is circulated or
applied to the gears by a method referred to as splash sump oiling, which slings
oil around the gearbox as some or all of the gears rotate within the sump area.
2.4.3 Power Shift Transmission

A power shift transmission has positive control on the gears and stays in one
gear. This type of automatic transmission is typically used for pumping (Figure
2-21).
Power shift transmissions are typically used in fracture pumps, among others,
when pumping. These controls are such that the transmission will not down-shift
once set, allowing the operator control of the pump speed.
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Automatic transmissions have no clutch that disconnects the transmission from

the engine; they use a torque converter.
Figure 2-21: Transmission
2.4.4 Torque Converter

A torque converter is a large donut-shaped device that is mounted between
the engine and the transmission (Figure 2-22). It transmits power to the
transmission. It allows the engine to spin somewhat independently of the
transmission. By inputting rpm, the engine speeds up and pumps more fluid
into the torque converter, causing more torque to be transmitted to the wheels
or triplex pump. The following figure shows the torque converter in relation to
the whole transmission.
Figure 2-22: Torque Converter in Relation to the Whole Transmission
1. Torque 5. Second clutch 9. Governor-driven 13. Modulated lockup

converter gear valve (optional)
2. Forward clutch 6. First clutch 10. Control valve body 14. Lockup clutch
3. Fourth clutch 7. Low clutch 11. Oil filter
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4. Third clutch 8. Speedometer drive 12. Converter-driven

gear power takeoff drive
gear
The automatic transmission of an automobile uses a torque converter to shift

gears in response to torque requirements. A gear train is used with the torque
converter to provide extra speed ranges. Acting as a clutch, the torque converter
connects and disconnects power between the engine and the gear train. As a
transmission, the converter gives many more speed ratios than are practical with
a strictly mechanical gearbox.
Torque converters allow the following modes:
• Lock-Up Mode: The torque converter acts as a simple fluid coupling,

sending the same torque it receives to the drive wheels. Input rpm cannot
be exceeded.
• Free-Wheeling Mode: Input rpm can easily be exceeded by means of a
device called a stator. A stator acts as a fluid lever or fulcrum to multiply
torque for output.
The lock-up type converter includes an additional mechanical clutch and must
achieve 1,400 to 1,600 rpm for lockup. This type of converter is best for
prolonged and pump operations but is undesirable for testing procedures.
2.4.5 Couplings
A coupling connects two ends of shafts in the same line, transmitting power (or
torque) from one shaft to the other. This connection results in synchronized
rotation for the shafts at the same rpm.
Shafts are joined with a coupling for the following reasons:
• to join units that are in different locations or that are more convenient to
handle as smaller units
• to join standard units to accomplish a special purpose
• to allow for misalignment of the shafts
• to reduce the transmission of shock or vibration
• to rapidly connect or disconnect the shafts as required by the operation of
the machine
• to allow for axial motion of the connected shafts caused by thermal expansion.
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To meet these different requirements, various types of couplings are used, for
example:
• U-joint
• metallic grid-type coupling
• jaw-type elastomeric coupling with spider
• elastomeric donut-type coupling, clamped or restrained.
Direct Couplings
A direct coupling is a direct or uninterrupted connection between an engine

and the device it powers (Figure 2-23). An example of direct coupling is the
power-take-off device used to drive centrifugal pumps on many Schlumberger
skid units.
2 5
4
1 3
6
9 8
7
Figure 2-23: Direct Couplings.

1. Flange yoke
2. Journal and bearing
3. Sleeve yoke
4. Tubing
5. Stub yoke
6. End yoke
7. Permanent U-joint
8. Slip tub shaft
9. Slip U-joint
Flexible Couplings
If two shafts joined by a coupling are not in perfect alignment, stresses are
induced due to bending. These stress greatly reduce the life of shafts and
cause an additional load on the bearings that support the shafts. Consequently,
a flexible coupling (Figure 2-24) is typically used to join shafts of two units,
such as a motor and a pump. Flexible couplings not only permit axial
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and radial misalignment, but they also provide vibrational dampening and
overload protection. One drawback of flexible couplings is the requirement for
close-proximity mounting.
The vee of a flexible joint is a universal joint, like the drive shaft in a car. The
joint ends of the shaft are U-joint yokes. They join together and are flexible.
This flexibility allows side-to-side and up‑down movement while still transmitting
torque.
1
2
Figure 2-24: Flexible Coupling.

1. Flexible Coupling
2. Driveline
2.4.6 Drivelines
The driveline transmits torque smoothly to the vehicle’s driving wheels. In
front-wheeldrive vehicles, the driveline connects the transaxle assembly to the
front driving wheels. In rear-wheel-drive, the driveline connects the transmission
to the rear-driving axle.
Driveline variations include the following:
• Standard Universal Joint: This joint transmits rotary motion from one shaft
to another shaft at varying angles. This type of joint allows a vehicle wheel
to move up and down, as well as to turn corners.
• Constant Velocity Joint: This joint also permits each shaft to maintain the
same driving or driven speed, regardless of operating angle.
2.4.7 Routine Maintenance of Transmissions

When checking the automatic transmission fluid level, do the following:
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• Check for leaks or stains under the unit or vehicle. If there is a persistent red
oil leak below the unit or vehicle, check the transmission fluid and monitor
often. If the fluid levels are below minimum levels, serious damage can occur.
• Perform the check at a normal operating temperature.
• Check oil levels by removing the level indicator plug on the side of the
gearbox. Some manual gearboxes are equipped with a dipstick.
• Check the color and odor of the fluid. It should look transparent and red.
• Make sure the unit is level.
• Shift through all the gears, put the unit into neutral, and drop it down to idle.
• Monitor new noises, vibrations, and shift behavior. If shifts are erratic or
noises are heard while shifting, have the unit checked by a mechanic.
Problems can be solved with no costly repairs if they are detected early.
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Well Services Training & Development\Henry Wortmann, Jay Kleinheinz, Chuck Wittacare\InTouch Content ID# 4127828\1.2\Release Date:04-Feb-2015\EDMS UID: 1660658622\Produced: 04-Feb-201 3-i JET Manual 04 Basic Oilfield Equipment / Basic Pneumatic Systems 3-i
3 Basic Pneumatic Systems

3.1 Types of Pneumatic Systems ___________________________________ 3-1
3.2 Parts of Pneumatic Systems ___________________________________ 3-2
3.3 Pneumatic Systems Components ______________________________ 3-4
3.3.1 Compressor _________________________________________________ 3-4
3.3.2 Blowers _____________________________________________________ 3-7
3.3.3 Air Reservoirs (Tanks) ________________________________________ 3-8
3.3.4 Governors (Pressure Regulator) ______________________________ 3-9
3.3.5 Pressure-Relief Valves ______________________________________ 3-10
3.3.6 Check Valves _______________________________________________ 3-10
3.3.7 Drain Cocks ________________________________________________ 3-11
3.3.8 Dryers (Water Separators) ___________________________________ 3-11
3.3.9 Lubricators _________________________________________________ 3-12
3.4 Applications __________________________________________________ 3-13
3.5 Safety _________________________________________________________ 3-13
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Well Services Training & Development\Henry Wortmann, Jay Kleinheinz, Chuck Wittacare\InTouch Content ID# 4127828\1.2\Release Date:04-Feb-2015\EDMS UID: 1660658622\Produced: 04-Feb-201 3-1 JET Manual 04 Basic Oilfield Equipment / Basic Pneumatic Systems 3-1
3 Basic Pneumatic Systems

Pneumatics deals with the use of compressed or pressurized gas or air as a
source of power. Air is extremely compressible, elastic, and capable of absorbing
large amounts of potential energy. Once compressed, it exerts an outward force,
much like a coiled spring.
At Schlumberger, compressed air is used to move diaphragms and pistons and

to fluidize and carry bulk solids such as cement and sand. For example, in air
silos (Figure 3-1), compressed air is used to pressurize the vessel and push
the cement through the lines.
Figure 3-1: Silos
3.1 Types of Pneumatic Systems

There are three categories of pneumatic, or air systems:
• high-pressure/low-volume systems
• high-pressure/high-volume systems
• low-pressure/high-volume systems.
High-pressure/low-volume systems operate at a pressure range of 90 to 120 psi

and have system charge rates of 10 to 15 ft3/min. These systems are found on
many Schlumberger trucks and are used to power brakes (Figure 3-2), horns,
and cab tilt controls, and to start deck engines.
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Figure 3-2: Power Brakes
High-pressure/high-volume systems operate at pressure ranges between 100

and 110 psi at system charge rates of 250 ft3/min. Schlumberger uses this
type of system only in liquid additive system (Figure 3-3) applications such as
fracturing or cementing.
Figure 3-3: Liquid Additive Systems
Low-pressure/high-volume systems operate at pressure ranges of 7 to 30 psi

and system charge rates of 65 to 600 ft3/min. These systems are typically used
to convey and fluff bulk materials such as sand and cement. Because of their
dangerous potential, low‑pressure/high-volume systems typically include relief
valves, overpressure shutdown valves, and rupture discs.
3.2 Parts of Pneumatic Systems

Most pneumatic systems, regardless of their volume capacities and pressure
ranges, contain very similar basic components. () shows the basic components
of the pneumatic system.
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2 4
Figure 3-4: Pneumatic System Components.

1. Compressor
2. Unloader
3. Pressure release valve
4. Dryer
5. Air tank
6. Drain cock
7. Check valve
8. Governor
The compressor is a motor that compresses air from the atmosphere and
discharges it through a heat-resistant line to a check valve and into the tank.
The line must be able to withstand high temperatures because engine and
compressor heat is transferred to discharge air during compression.
Even though the lines are heat resistant, they may crack or leak, causing a loss
of line pressure. If a crack or leak does occur, the check valve acts as a shut-off
device. It permits flow in only one direction: from the compressor to the tank.
If pressure is lost on the compressor side, the check valve will shut off flow,
maintaining pressurized air in the tank.
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Downstream from the compressor’s discharge valve, a governor is fed system

pressure. The governor is set to respond to excess system pressure and will
trigger the unloader to release compressor pressure when the preset level is
reached.
The air tank, or reservoir, is outfitted with a popoff valve and drain cock. The
popoff valve remains closed unless the tank pressure reaches a predetermined
level, at which point it will open to release the excess. The drain cock is used to
remove condensation and air from the air storage tank, but only when the unit
is not operating.
From the tank, air flows through a dryer, which removes moisture from the
system while it is in operation. When the governor signals the unloader to
release pressure from the compressor, it also signals the dryer to release
accumulated moisture.
3.3 Pneumatic Systems Components

The pneumatic system is composed of a compressor, blowers, air reservoirs,
governors, pressure-relief valves, check valves, drain cocks, dryers, and
lubricators.
3.3.1 Compressor
Compressors can be found in either high‑pressure or low-pressure systems
(Figure 3-5). Compressors installed on Schlumberger trucks are driven by
• belts
• gears
• power take-offs.
Figure 3-5: Compressor Unit
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Belt-driven compressors are powered by a dedicated diesel engine or may be

connected to a hydraulic motor mounting on the engine of a truck.
Meshed gear assemblies are driven by a directly geared mounting to the truck
engine.
Power take-offs, also called PTOs, also are powered by the truck’s engine,
but not by a direct connection. Found on most bulk equipment, this type of
compressor requires a method of engaging or disengaging the power source.
This is typically accomplished manually or through the use of a clutch.
Compressors are sometimes cooled by the engine’s cooling system. Either air
or a combination of water and antifreeze can serve as the coolant, according
to the type of compressor and engine used. Other air compressors are cooled
only by air, and these have a fan connected to them to circulate air across the
outside of the cylinders.
The engine may also lubricate the compressor. The compressor is connected
by a hose to the engine’s lubrication system, allowing the oil to flow into the top
of the compressor and down through system components. In a meshed gear
compressor, oil flows through the direct gear connection into the compressor,
internally lubricating the system. Other compressors have their own dedicated oil
lubrication system, very similar to that of an engine.
Parts of a Compressor
A compressor includes these basic components:
• intake valve
• discharge valve
• piston
• rod
• flow line to and from the governor
• unloader poppet
• plunger
• air filter
• line to the reservoir or tank for holding the compressed air.
The compressor components for a high‑pressure/low-volume system are nearly

identical to those of a low-pressure/high-volume system. The only difference is
the position of the intake or suction valve. On a high-pressure system, this valve
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is typically mounted on the side of the compression chamber, whereas on a

low-pressure system it is mounted on top of the chamber next to the discharge
valve.
Compressor Cycle
A compressor goes through stages, during a complete cycle:
• intake stage, when air is drawn into the cylinder or chamber

• compression stage, when air is compressed in the chamber and discharged
to the reservoir
• unloading stage, when any unnecessary pressurized air is unloaded.
Intake (Suction) Stage
During the intake stage, the piston travels downward, opening the intake valve.
As air is drawn into the chamber, the exhaust valve is closed so that air does
not escape. At this point, the air pressure has not reached the upper limit, and
therefore the compressor (Compressor (p. 3-6)) continues to run.
Figure 3-6: Compressor
Exhaust (Compression) Stage
During the compression stage, the intake valve closes and the piston starts
moving upward, building air pressure in the chamber (Figure 3-7). The pressure
causes the exhaust valve to open, forcing air into the system and into the
reservoir.
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At this point, the governor (pressure regulator) senses an increase in pressure

but does not force the system to unload or shut down because the system has
not reached maximum operating pressure.
Figure 3-7: Compressor Cycle
Unloading Stage
The unloading stage occurs when the system has finally reached maximum
operating pressure. The governor (pressure regulator) sends system pressure to
the unloader, forcing the system to unload to the atmosphere or to shut down
the compressor.
During this stage, the exhaust valve is closed. Air is expelled (and drawn in)
with each cycle of the piston through the intake manifold. Because the piston
is not compressing during the unloading stage, the cylinder temperature drops,
which allows the compressor to cool.
3.3.2 Blowers
Although compressors are an integral part of most pneumatic systems, blowers
are often used in applications requiring low pressure. Blowers are sized for the
application and typically range in delivery from 250 to 400 ft3/ min. Blowers
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typically deliver about 400 ft3/min of air at a maximum pressure of 7 to 10 psi.

They are most often powered by hydraulic deck motors and include brands such
as Roots or Hibon. A typical blower application is silo aeration (Figure 3-8).
Figure 3-8: Silo Aeration
3.3.3 Air Reservoirs (Tanks)

Air reservoirs, or tanks, are used to store various volumes of pressurized air
(Figure 3-9). One compressor may feed into a single reservoir or multiple
reservoirs. This allows multiple functions to be performed by a single compressor.
For example, many trucks use only one compressor to feed separate tanks for
the brake and auxiliary air systems.
Figure 3-9: Air Reservoirs
For safety reasons, reservoirs must be rated to handle higher pressures than
those normally associated with the system. They must also be equipped with
safety devices, such as a popoff valve, which opens and releases pressure
once a preset level is achieved.
There is also a drain valve, mounted on the bottom of the tank, which is used
to drain accumulated condensation from the tank.
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3.3.4 Governors (Pressure Regulator)

The governor plays an essential role in maintaining maximum and minimum
system pressure (). It is an adjustable device that can be set to trigger the
unloader when system pressure falls outside a preset range. The reservoir or
system line downstream of the compressor’s discharge valve is connected to the
input of the governor, whereas the output of the governor flows (when triggered)
to the unloader.
If, for example, the governor is set to a maximum of 120 psi and system pressure
climbs to that preset level, the governor will allow system pressure to flow to
the unloader, which in turn releases pressure, thereby returning the system
to its normal operating range.
The governor also helps control the function of the intake valve, thus allowing
the compressor chamber to operate in a zero-pressure state. This reduces heat
when a charge is not required.
Figure 3-10: Governor.

1. Unloader
2. Reservoir
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3.3.5 Pressure-Relief Valves

Most reservoirs are equipped with pressure‑release or pop-off valves that relieve
excess pressure from the air-storage container (Figure 3-11). They protect the
system in the event of a governor failure and, like a governor, can be adjusted to
respond to a range of pressures. The operation of a pop-off valve is fairly simple.
A needle is held in place by an adjustable spring over a small port. If the spring
is set to 120 psi and the tank air pressure rises to that level, the spring will allow
the needle to be pushed back, opening the port and releasing pressure.
Figure 3-11: Pop-Off Valve and Pressure-Relief Valve
Pop-off valves are frequently a source of leakage in the air system. They can
collect debris around the needle and port, especially if located in a position other
than on top of the reservoir.
3.3.6 Check Valves

Check valves, which are located between the compressor and reservoir inlet,
seal the tank or reservoir in the event of an upstream failure (Figure 3-12). If the
compressor fails, system pressure will be maintained in the tank because the
check valve seals the tank and prevents pressurized air from backing up. This
safety feature is especially important in systems such as truck brakes, where a
total system failure could be catastrophic.
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Figure 3-12: Check Valve
3.3.7 Drain Cocks

Drain cocks are valves that allow condensation and air to be drained from the
reservoir (Figure 3-13). They are typically located at the lowest point on the
reservoir and should be opened for drainage before and after each operation.
Figure 3-13: Drain Cock
3.3.8 Dryers (Water Separators)

Dryer, or water separators, remove water vapor and contaminants from the air
system downstream from the reservoir (Figure 3-14). On cementing trucks, the
dryer is located behind the operator’s console.
Unlike the drain cock, the dryer functions continuously. The dryer also offers finer
filtering than the drain cock because it uses micro‑fine media to remove moisture
from micronic particles, fumes, and compressor oil.
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A regulator is attached to the dryer to control filtering levels, and a drain is on

the bottom of the dryer. The drain is either a rubber, needle‑type valve or a
screw-type valve that must be removed for drainage.
It is essential that the dryer be serviced frequently to remove moisture and

clean the filter media.
Figure 3-14: Dryer.

1. Regulator
2. Water separator
3. Drain
3.3.9 Lubricators
After the compressed air leaves the dryer, it passes through the air lubricator
(Figure 3-15). The air lubricator injects a fine mist of oil into the air, which
lubricates downstream components.
On air systems used for fluidizing bulk materials such as cement, this lubrication
method is not used because the downstream components do not require
lubrication and because the oil would contaminate (clog) the fluidizing systems
used on most bulk handling equipment.
The lubricator has an adjustable regulator that should be checked regularly to

ensure that the unit is providing adequate oil or lubrication per volume of air.
There is also a sight glass that provides a quick visual check of oil level. It is the
operator’s responsibility to add oil when needed.
It is important to service the lubricator regularly to ensure equipment longevity.
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Figure 3-15: Lubricator
3.4 Applications
High-pressure/low-volume pneumatic systems are used in many ways. Here are
the most common applications:
• brakes
• tractor protection valves
• front brake limiting valves
• clutches
• gear shifts
• power divider lock control
• parking brakes
• dash gauge warning buzzer
• air cylinders
• pumping equipment.
3.5 Safety
When working with pressurized air, make sure that you follow basic safety
policies:
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• Never work on vessels that are pressurized. Also, make sure you never
hammer on tanks or reservoirs. If you need to check the product level of a
vessel, use your hand to tap on the side of the tank to determine its product
level.
• A pressure of 30 psi found in low-pressure systems can be very dangerous
since these systems develop tremendous forces because of their large tank
areas. These tanks can explode if pressures become even slightly excessive.
• Never remove air components or plugs until you are sure all air pressure
has been bled from the system. Do not rely on gauges only. They can
become stuck, or you could be monitoring pressure from a point upstream of
components under pressure. Open the popoff or other valves to make sure
there is no pressure in the system.
• Never look into jets or aim air at someone. Debris or just pressurized air by
itself can cause serious injury.
• Some components contain powerful springs. Be sure to disassemble them
properly to avoid injury. Vehicle brakes contain spring elements that could
injure someone if not properly removed.
• Service pressure-release valves (popoffs) regularly. These valves release
excess pressure in the system. If they become stuck or nonfunctional, the
system can cause serious damage and injury.
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Well Services Training & Development\Henry Wortmann, Jay Kleinheinz, Chuck Wittacare\InTouch Content ID# 4127828\1.2\Release Date:04-Feb-2015\EDMS UID: 1660658622\Produced: 04-Feb-201 4-i JET Manual 04 Basic Oilfield Equipment / Basic Electrical Systems 4-i
4 Basic Electrical Systems

4.1 Basic Circuit ___________________________________________________ 4-1
4.2 Electric Current ________________________________________________ 4-3
4.3 Voltage _________________________________________________________ 4-4
4.4 Resistance _____________________________________________________ 4-5
4.5 Power (Wattage) ________________________________________________ 4-6
4.6 Ohm’s Law and Power Formula ________________________________ 4-7
4.7 Conductors and Insulators _____________________________________ 4-8
4.8 Batteries _______________________________________________________ 4-9
4.9 Generators and Alternators ___________________________________ 4-14
4.10 Regulators, Breakers, and Fuses ______________________________ 4-17
4.11 Applications __________________________________________________ 4-19
4.12 Safety _________________________________________________________ 4-20
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Well Services Training & Development\Henry Wortmann, Jay Kleinheinz, Chuck Wittacare\InTouch Content ID# 4127828\1.2\Release Date:04-Feb-2015\EDMS UID: 1660658622\Produced: 04-Feb-201 4-1 JET Manual 04 Basic Oilfield Equipment / Basic Electrical Systems 4-1
4 Basic Electrical Systems

Schlumberger uses electricity to power starter motors, lighting systems,
instruments, data acquisition systems, ignition systems and even to control
valves in hydraulic systems. This section covers some of the basic terms and
components used in electrical systems. Most of these electricity basics deal
with direct current (DC). DC circuits are the foundation of Schlumberger mobile
and skid-mounted equipment.
4.1 Basic Circuit

An electrical circuit can be compared to a water circuit (Figure 4-1). Imagine that
you want a cup of water and have gone to a nearby faucet.
• If you turn the knob to the open position, water begins to pour out.
• This simulates an electrical circuit and current flow. How?
Figure 4-1: Basic Electrical Circuit
The water is equivalent to the current (the electrons). The knob is the switch.
The water pipe is the circuit (Figure 4-2).
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Figure 4-2: Water Pipe Circuit
When you turn on the water, you switch the current on to allow the current to
flow. The current flows because of the potential pressure difference: on one side
of the valve of the faucet there is no pressure, and on the other side there is
water pressure. This difference makes up the voltage, or electromotive force,
sometimes referred to as EMF.
To continue the comparison, the resistance is the size of water lines and the
openings on the valve and the end of the faucet. This resistance determines how
much water will flow in a given time. The smaller the pipe opening is, the more
resistance there will be to the water flow.
In an electrical circuit, the smaller the wire is, the more resistance there will be to
the current flow; the wire and components determine how much current will flow
in a given time; this current is known as amperage.
Note
Electricity is not just something supplied by batteries and used up in a light bulb.
It is a form of energy that circulates and requires a complete circuit to flow.
Refer to Figure 4-1 and Figure 4-2 for a comparison of a basic electrical circuit
and a water pipe circuit.
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4.2 Electric Current

Current is the flow of electrons in an electric circuit. Flowing water is a good
analogy of electricity. When water flows through a pipe or down a stream, there
is a current. Sometimes the current flows faster than normal, and sometimes
it flows more slowly. If you measured how fast the water current was flowing
through a pipe with a flowmeter, you would measure the flow by so many gallons
per minute.
When a coulomb (C) of electrons (1 C=6.24 billion-billion electrons) passes

through a wire in 1 second, that is 1 ampere of current. An ampere is the
basic unit of electric current. It is sometimes referred to as an amp. Amps are
abbreviated with an “A” (e.g., 1 ampere = 1 A). Since electrons or coulombs
of electrons are not visible, an ammeter is used to measure electric current
(Figure 4-3).
1/100,000 amps 1 amp
20,000 amps
Figure 4-3: Examples of Amperage
Conventional Current
When Ben Franklin discovered electric current, he had no idea that electrons
existed. Having a positive attitude, he arbitrarily said that current flowed from
positive to negative. Much later, scientists discovered that current was a flow of
electrons and that the electrons traveled in the opposite direction, that is, from
negative to positive. In the late 1960s, only a few textbooks and school curricula
taught negative-to-positive current flow. In fact, today most of the world is still
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using Franklin’s conventional current flow theory, that is, positive to negative, to
explain and dissect electrical circuits. No matter which way the current flows, it
still produces the same amount of work (Figure 4-4).
Figure 4-4: Current Flow
When connecting electrical devices, be very careful. Connect positive to positive

and negative to negative. Otherwise, the device will smoke and then stop
working.
4.3 Voltage
Water flows through a pipe because of water pressure. Water pressure forces
the water to flow. Likewise, electromotive force is the pressure that forces
electrons to flow through a circuit. Electromotive force is also known as voltage.
The basic unit of electromotive force is the volt (V). In formulas, volt is sometimes
abbreviated E (for energy).
If you wanted to measure how much voltage a circuit or battery has, you would
use a voltmeter (Figure 4-5).
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Figure 4-5: Voltmeter
In a house, wires in the walls carry electricity to lights, plugs, and appliances.
The voltage in those circuits (if you live in the U.S.) is about 120 V. Likewise, in a
typical American automobile or Schlumberger unit, a battery runs the electrical
systems. The voltage of that battery is about 12 V (Figure 4-6).
Voltage can be considered the pressure in the system. The more pressure there
is, the more current is forced through a system.
Figure 4-6: Battery Components
4.4 Resistance
In the same way that only a certain amount of water can flow through a pipe, only
a certain amount of electric current can flow in a circuit.
Water is limited by the amount of friction it encounters as it flows. Electricity is

limited by the amount of resistance it meets as it passes through a circuit.
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However, if you increased the water pressure in a pipe, more water would flow.
Likewise, if you turned up the voltage, more current would flow. Resistance
limits the current that flows through a circuit for a particular applied voltage
(Figure 4-7). The resistance of a material is directly proportional to its length.
Therefore, reducing the length reduces the resistance. A long wire will have a
higher voltage drop across it (due to the larger resistance) than a short wire. So,
a long extension cord that is used for an electrical appliance that draws a large
current will need to be made of heavier (larger cross-sectional area) gauge wire
than a shorter extension cord.
Figure 4-7: Resistors
The basic unit of resistance is the ohm. One ohm can be written as the Greek
letter “omega.” An ohmmeter is used to measure the amount of resistance in a
circuit. Resistance, or impedance, is the opposition to the pressure applied and
is measured in ohms.
4.5 Power (Wattage)

When discussing electricity, you often hear the term wattage or watts. Wattage
is the amount of power that a device uses. This is an instantaneous value and
does not have time attached to it. Watt-hours or kilowatt‑hours is the amount of
energy consumed over time; 1,000 watthours (W-hr) = 1 kilowatthour (kW‑hr). A
watt is a unit of electrical power (P).
A 1-volt circuit with a 1-amp current flow has 1 watt of electrical power. The
power companies sell electricity by the kilowatt-hour (kW.h). Electrical appliances
and components are rated in watts or kilowatts. Light bulbs are rated at 60 W
and 100 W, and hair dryers are rated at 1,600 W.
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4.6 Ohm’s Law and Power Formula

Although there are literally thousands of formulas, for a simple circuit you need to
remember two only: Ohm’s law and the power formula.
Ohm’s Law: E = I x R
Ohm’s law, states that E = I x R (or electromotive force in volts = intensity in

amps times resistance).
Those who are good at math games already know that you can change the
formula to read R = E/I or I = E/R.
The formula is sometimes taught as a magic circle.
Figure 4-8: Magic Circle
E – Voltage (ELECTRICAL PRESSURE)
I – Amperage (CURRENT FLOW)
R – Resistance (OPPOSITION TO CURRENT FLOW)
If you change one of the three components of the equation, you will affect only
one other component. For example, increase the voltage without changing
the resistance, and the amperage will increase. Lower the resistance without
changing the voltage, and the amperage will increase.
Note
You cannot change the amperage by itself because amperage is a function
of voltage over resistance: E / R = I.
Power formula: P = E x I
The power formula states that P = E x I (or power in watts = volts times amps).
The formula can also be changed to either E = P/I or I = P/E.
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Light bulbs are rated in watts; the higher the wattage, the brighter they are. To
shine brighter, a bulb has to draw more current (amps); the same is true in your
house. A 60-W bulb draws ½ A in a 120-V system.
To find the current draw, using the power formula and you have I = P/E or 60/120
= .5 AMP.
A 100-W bulb draws almost 1 A (100/120 = .83 A).
A baseboard heater of 1,500 W draws 12.5 A (1,500/120 A =12.5 A).
A toaster rated at 600 W draws about 5 A. A kettle rated at 1,500 W draws 12.5
A. The two together draw 17.5 A. Circuit breakers are usually rated at 15 A, so
these two appliances used together would trip a breaker.
Why do you need to remember these formulas? Suppose you are required to
add two additional work lights to a truck or skid-mounted unit. The formulas will
help you determine the electric current and thus the wire size you will need. In
addition, it will also help you determine what fuse size is required.
4.7 Conductors and Insulators

Electricity flows through some materials easily. These materials are called
conductors. All conductors have some resistance. Most conductors are metals.
Any metal will conduct electricity.
Gold, aluminum, mercury, and copper are the most efficient conductors of
electricity. Gold is very expensive. Aluminum is inexpensive but has a corrosive
nature. Mercury is difficult to contain. Copper is relatively inexpensive and only
mildly corrosive (Figure 4-9).
Figure 4-9: Conductivity in Different Materials
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Conductors are used in electrical applications to support current flow, just as

pipes are used to conduct fluid or gases. The flow in a wire is supported by a
solid conductor such as copper. Copper is the most commonly used material to
carry electricity. Copper is also flexible, which adds to its usefulness.
Insulators are materials that do not let electricity flow easily through them. Four
good insulators are glass, air, plastic, and porcelain (Figure 4-10).
Conductor
Insulator
Figure 4-10: Conductor and Insulator
4.8 Batteries
A battery is an electrical reservoir from which a system such as a pumping unit
draws electrical power. It is charged or refilled with a charging device.
The heart of the Schlumberger mobile and skid‑mounted electrical system is

the battery. There are different types of batteries: lead acid, gel cell, and other
newer batteries (Figure 4-11).
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Figure 4-11: Truck Battery
A lead acid battery (the same as in a car) contains a mixture of water and sulfuric
acid in very specific proportions. The sulfuric acid reacts with the lead plates in
the battery to produce electricity. As the chemical reaction continues, lead sulfate
forms on the lead plates, and the amount of sulfuric acid gradually decreases as
the battery discharges.
Charging the batteries transforms the lead sulfate back into sulfuric acid, and the
mixture (electrolyte) is restored almost to its original level. All batteries and cells
require an electrolyte.
An electrolyte is a chemical that acts on one or both of the electrodes to provide

the chemical action necessary for current flow. The electrolyte can be in liquid
(wet), paste (dry), or gel form.
When this process is repeated many times, lead sulfate gradually builds up on
the plates, and the amount of sulfuric acid in the electrolyte decreases. This
decrease lessens the ability of the battery to take a full charge and therefore
to produce electricity.
When a battery is recharged, some of the water (H2O) in the electrolyte is

transformed into hydrogen (H2). and oxygen (O). These gases, which can
become explosive, escape through the breather holes of the battery. This is why
you must add water. (There is no such thing as a maintenance-free battery.) It
must also breathe to prevent a pressure buildup.
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Ideally, a battery should be recharged at 13.75 V to 14.25 V to achieve its fully

charged voltage of 12.5 V to 12.6 V. If the charging voltage is higher than 14.25
V, more water will be transformed into hydrogen and oxygen, and more frequent
topping up with water will be required. In this case, check the output voltage of
the alternator while it is charging the battery. When topping up, add distilled
water until the plates are covered, plus about ¼ in.
If the charging voltage is much lower than 13.75 V, the battery will not reach its
full charge capacity. Follow all safety precautions when performing this activity,
and refer to the battery maintenance section.
If the alternator output is normal but you find that the battery is always weak,
check each cell with a hydrometer (cost, about USD 5). The hydrometer
measures the specific gravity of the electrolyte in each of the six cells. A low
specific gravity indicates that the proportion of water to acid is too high. This
means that the battery needs to be charged more to turn the lead sulfate into
sulfuric acid and thereby restore the proper water-to-acid ratio in the electrolyte.
If the specific gravity is still low after a 24-hour charge from a battery charger,
the battery is probably worn out (the plates are sulfated). Take the battery to a
qualified battery shop to have the battery tested.
A worn-out battery can still indicate 12.5 V with no electrical load on it. Turn
on three or four cabin lights for about 15 minutes, and then turn them off and
recheck the battery voltage. If the battery voltage has decreased to below 12
V, the battery is probably worn out. If the specific gravity in one cell is low but
normal in the others, it indicates a problem with that cell (sulfated or damaged
plates), and you probably need to replace the battery. Take it to a qualified
battery shop and have the battery tested (Figure 4-12).
Figure 4-12: Battery Hydrometer
Batteries are rated in amp-hours, cold cranking amps (CCA), marine cranking
amps (MCA), and reserve-minute (res/min) amp-hours.
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• A rating of 100 A.h means that a battery can deliver a steady 5 A for a period
of 20 hours (5 X 20 = 100 A.h) or 10 A for 10 hours before the battery voltage
drops to 10.5 V. This testing method is used to compare batteries:
• CCA: The number of amps a battery can deliver for 30 seconds at 0 degF
before the battery voltage drops to 7.2 V. This is an automotive rating.
• MCA: The same as CCA but measured at 32 degF. It is always higher
because a warm battery always delivers more power than a cold one.
• Res/min: A rating of 180 means that the battery can supply a steady 25 A for
180 minutes (3 hours), before the battery voltage drops to 10.5 V. This also
means that it can supply a load (i.e., two cabin lights and a stereo) of 5 A
(1/5 of 25 A) five times longer, or 15 hours. The voltage rating is the same for
all batteries, whether the battery is a deep cycle, a starting, or a car battery.
The only thing that varies is the amperage ratings.
Schlumberger units may have more than one battery system to supply power
to different portions of the unit and to keep one system from affecting the other.
For example, one batch of batteries would supply the data‑acquisition portion
of a unit, and a second batch of batteries would supply the basic starting and
work lights system.
In many cases, a system may be required to deliver more electrical energy than
one battery can provide. At Schlumberger, unit batteries are usually connected
in parallel to provide 12 V and a higher current capacity. These batteries have all
positive terminals connected and all negative terminals connected.
In contrast, batteries connected in series (connected end to end or positive to

negative) are additive, providing a higher voltage than the current capacity of a
single battery (Figure 4-13).
Figure 4-13: Voltmeter
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Battery Maintenance
To ensure that plenty of power is available when needed, proper battery

maintenance is essential. Keep batteries fully charged at all times. If there is a
drop or lack of power when starting, charge a battery to its full capacity when
possible.
Use this checklist for routine secondary (rechargeable lead/acid) battery

maintenance:
• Check the fluid levels in the battery periodically, and use distilled water to
replenish the fluid.
Potential Severity: Serious

Potential Loss: Personnel
Hazard Category: Human
Wear safety glasses when working with a battery. The electrolyte in a battery is a
mixture of sulfuric acid and water that can damage vehicle paint and burn your
skin or eyes if spilled. A battery also vents explosive hydrogen gas, especially
when charging. Keep all sparks and flames away from a battery. Remove
metallic watches, rings, and necklaces or chains to avoid contact with battery
terminals and possible electrical arcing. Use tools with insulated handles when
servicing a battery.
• Keep the battery terminals clean and clear of buildup that can corrode the
cables.
• Check to ensure that terminal connections are tight.
• Check the condition of the entire cable, not just the area near the battery, to
verify that there are no exposed wires or cracks in the insulation.
• Protect the battery from extreme temperatures.
• Do not overcharge a battery.
• Do not let two-way radio and computer batteries run down completely.
• Frequently charge and discharge nickel cadmium (NiCd) batteries to prevent
memory effect. This effect is a condition in which the batteries do not
recharge above the level of their first recharge, which could be below their
full capacity.
To check an automobile battery, turn on the lights and start the engine. If the
lights go out or dim excessively, the battery may be weak and in need of a
charge. There also could be loose connections.
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Jumping a Dead Battery
If an automotive battery fails to provide adequate power and requires jumping

(Figure 4-14), follow this procedure:
1. Put on rubber gloves and goggles.
2. Connect the positive terminal of the charged battery to the positive terminal
of the dead battery. The positive terminal usually has a red wire on it. Check
the color code or embossed plus (+) and minus (-) signs.
3. Connect the negative terminal of the charged battery to a grounding point on
the vehicle with the dead battery. The negative terminal has a black wire on
it. Make this connection far enough from the battery so that a spark will not
ignite the hydrogen gas generated by the lead/acid battery.
4. Do not stand near the battery when the engine is cranked.
5. After jumping the battery, disconnect the cables. First, remove the cable from
the negative terminal, which is connected far enough from the battery so that
a spark cannot ignite the hydrogen gas generated by the lead/acid battery.
Never make a spark close to this type of battery because an explosion
could occur.
Figure 4-14: Jumping
4.9 Generators and Alternators

Automobiles have an electrical system that powers the headlights, cooling fans,
radio, etc. The source of the power is the fuel. The link from the fuel tank to
the battery is the alternator. The alternator converts the power from the fuel to
electrical energy.
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Generators
Before about 1970, most cars and marine engines were equipped with a
generator that produced direct current (DC). A generator uses magnetism to
produce electricity. A generator or alternator consists of a loop of wires placed so
that the loop can be rotated in a stationary magnetic field (stator) to cause an
induced current in the loop. This loop contains a multitude of wires (rotor). In
a generator, a commutator and brushes are used to connect the loop of wires
to an external circuit.
A generator can be compared to an electric pump. The faster it turns, the greater
is its output in terms of voltage (electrical pressure) and, thus, current. At idle
speed, the earlier generator produced barely enough voltage to prevent the red
generator warning light on the vehicle’s dashboard from turning on.
If you connected a generator directly to a battery, it would become a motor, just

like the starter motor. Electric cars use that principle. When the accelerator pedal
is depressed, the battery powers the DC motor; when the pedal is released, the
motor becomes a generator and recharges the batteries.
In an alternator, slip rings and brushes are used to connect the loop to an
external circuit. In a generator, a commutator and brushes are used to connect
the loop to an external circuit.
Alternators
In the 1970s, with the advent of the semiconductor and solid state electronics,
the alternator displaced the generator because it could produce more power at
low rotational speeds. It was also smaller, lighter, and more powerful than the
generator. An alternator initially produces alternating current (AC) (Figure 4-15).
Before this AC current can be used by a marine or land-based electrical system,
it must go through a rectifier and a voltage regulator. Unlike DC, which has a
constant polarity, AC has a polarity that continually reverses itself (alternates).
Figure 4-15: Alternator
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The center part of the alternator (the rotor) contains electromagnets with north
and south poles on each magnet (positive and negative). The stator surrounding
the rotor contains coils of wire. As the rotor turns inside the stator, both the north
and south poles of the electromagnets are induced alternately, first a positive
and then a negative voltage, thus the alternating current in the stator coils.
Because AC cannot be used by the electrical system, it must go through a

rectifier, where it is changed into DC (Figure 4-16). This DC is not pure like
battery power; rather, it is a slightly rough DC form acceptable to the electrical
system. The rectifier contains diodes, which are electrical one-way valves that
allow current to flow only if the current has the proper polarity. This converts the
negative phase of the AC into a positive phase. The result is a rapidly pulsating
(rough) DC, rather than pure battery DC power.
DC and AC Current Flow
Figure 4-16: DC and AC Current Flow
After the output has been rectified, it goes through the solid state (no spring or
contacts) voltage regulator, which performs the same functions as the generator
voltage regulator.
The ends of the rotor are connected to the slip rings, which rotate with the
armature. Brushes ride against the slip rings to pick up the electricity generated
in the armature and carry it to an external circuit.
Alternators like the ones used in most cars to maintain battery charge are smaller
units that provide output at slower speeds.
The following is a checklist of the tasks required to keep an automotive alternator

performing smoothly. These checks are generally performed by maintenance
personnel:
• Check for the proper drive belt condition and tension.

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4.10 Regulators, Breakers, and Fuses

The voltage from an alternator can be varied by changing the speed of the prime
mover. The internal resistance of the generator windings (the coils of wire) also
causes the output voltage to vary with the load. Under many circumstances,
these voltage changes are undesirable; therefore, a voltage regulator is used.
Circuit Breaker
A circuit breaker is a circuit control device that is designed to open the circuit
if the current exceeds a predetermined value (Figure 4-17). The two types of
circuit breakers are magnetic and thermal.
Figure 4-17: Circuit Breakers
In magnetic circuit breakers, the current is sensed by a coil that forms an

electromagnet. When the current is excessive, the electromagnet actuates a
small armature that pulls the trip mechanism to open the circuit breaker. In
thermal-type circuit breakers, the current heats a bi-metallic strip. The two
different metals in the strip expand at different.
Most circuit breakers require a manual reset. When tripped, they must be
manually closed. For most applications, the magnetic circuit breaker is superior
because the trip point does not change after many cycles. The thermal circuit
breaker’s trip point changes as a result of metal fatigue.
Fuses
The simplest protective device is a fuse. All fuses are rated according to the
amount of current that is safely carried by the fuse element at a rated voltage
(Figure 4-18).
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Fuses are components that use special metals with very low resistance values
and low melting points. They are designed to melt and thus open the circuit when
the current exceeds the fuse’s rated value. When the power consumed by a fuse
raises the temperature of the metal too high, the metal melts and the fuse blows.
Figure 4-18: Typical Household AC Fuses
The two types of fuses in use today are conventional fuses and slow-blowing
fuses. Conventional fuses blow immediately when the circuit is overloaded.
Slow-blowing fuses can accept momentary overloads without blowing, but if the
overload continues, the circuit will open. Slow-blowing fuses are used in circuits
that have a sudden rush of high current when turned on, such as motors and
some appliances.
Potential Severity: Serious

Potential Loss: Environmental
Hazard Category: Electrical
Always remember to disconnect a power source before you change a fuse.
Fuses must be replaced with the proper type, current, and voltage rating (Figure
4-19).
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Figure 4-19: Fuses of Varying Type
4.11 Applications
At Schlumberger, electricity is used to power starter motors, lighting systems,
instruments, data acquisition systems, ignition systems, and even valves in
hydraulic systems. An overpressure shutdown device is one example of where
Schlumberger uses electrical circuits.
An overpressure shutdown device is an electrical circuit that responds to

excessive pressure in a hydraulic system, such as a triplex pump. A Martin
Decker gauge monitors system pressure. It is preset to disengage the clutch and
bring the engine to idle speed.
System pressure passes through the gauge saver to the Martin Decker gauge,
which is set to close the circuit when it reaches a certain level. A needle on the
gauge responds to system pressure, and when the needle makes contact with
the preset contact, the circuit closes.
When the circuit closes, the engine drops to idle speed and the clutch is
disengaged. The reset junction box requires a manual reset of the system after
the pressure drops below the set point (Figure 4-20).
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Figure 4-20: Overpressure Shutdown
4.12 Safety
Always follow these safety procedures when you work with electrical systems:
• De-energize all circuits before servicing.

• Use LOTO (lockout/tag-out).
• Never wear rings or watches.
• Never short terminals or connections with tools.
• Never allow flames or sparks around batteries.
• Always wear chemical goggles and rubber gloves when handling batteries.
• Always maintain adequate ventilation around batteries.
• When in doubt, consult your supervisor or field service manager. Leave the
repairs to the experts.
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5 Basic Hydraulic Systems

5.1 Hydraulic Power Usage ________________________________________ 5-1
5.2 Maintenance of Hydraulic Components _________________________ 5-2
5.3 STEM I Auxiliary Post-Trip Inspection __________________________ 5-4
5.3.1 All Fluid Levels ______________________________________________ 5-5
5.3.2 All Belts _____________________________________________________ 5-5
5.3.3 Air Filter Indicator ____________________________________________ 5-6
5.3.4 Engine and Transmission Power Take-offs _____________________ 5-6
5.3.5 Batteries and Cables _________________________________________ 5-7
5.3.6 Exhaust System _____________________________________________ 5-7
5.3.7 Instrumentation ______________________________________________ 5-8
5.3.8 Clutch Operation _____________________________________________ 5-8
5.3.9 Hydraulic System ____________________________________________ 5-8
5.3.10 Air Tanks ____________________________________________________ 5-9
5.3.11 Mixing Systems ______________________________________________ 5-9
5.3.12 Chemical Additive Systems __________________________________ 5-10
5.3.13 Suction/Discharge Piping ____________________________________ 5-10
5.3.14 Centrifugal Pumps __________________________________________ 5-11
5.3.15 High-Pressure Triplex Pumps ________________________________ 5-11
5.3.16 Bulk Cement Transport ______________________________________ 5-12
5.3.17 Displacement Tanks _________________________________________ 5-12
5.3.18 Safety Systems _____________________________________________ 5-13
5.3.19 Dome Lids __________________________________________________ 5-13
5.3.20 Tank Test Date ______________________________________________ 5-13
5.3.21 Placarding __________________________________________________ 5-13
5.3.22 Blinds/Caps ________________________________________________ 5-14
5.3.23 Radiation Papers and Decals ________________________________ 5-14
5.3.24 Densitometer Lock __________________________________________ 5-15
5.3.25 Auxiliary Post-Trip Inspector Signature _______________________ 5-15
5.4 STEM I Repair Process ________________________________________ 5-16
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5 Basic Hydraulic Systems

Hydraulics, the study of the behavior of liquids, explains how forces are created
and how the tremendous potential of fluid power can be effectively applied.
Pascal’s law states, “Pressure applied on a confined fluid is transmitted

undiminished in all directions, and acts with equal force on equal areas, and at
right angles to them.” Keeping Pascal’s law in mind, what would you expect
to happen if a piston was forced into a bottle that was completely filled to
the rim with water? The bottle would break because the liquid is practically
incompressible and transmits the force applied at the piston throughout the
container. This is a simple example of hydraulic force (Figure 5-1).
Figure 5-1: Hydraulic Force in a Bottle
5.1 Hydraulic Power Usage

Schlumberger uses hydraulic power for tasks such as mixing, proportioning,
and agitating in cement mixers and liquid- and dry-additive systems. These are
auxiliary circuits or systems that support downhole operations.
Hydraulic devices are used for these applications because they offer a number of
advantages:
• produce high power output but are light and small
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• require minimum day-to-day maintenance because the same hydraulic

fluid used to drive the system is also used to lubricate the parts inside the
hydraulic system
• are simple to operate
• can be operated at varying speeds
• are reversible
• can be stalled without damage when overloaded and will start up immediately
when the load is reduced
• can be hooked up in a variety of configurations as needed for the most
efficient operating.
Hydraulic systems are significantly less efficient than direct-drive systems

because of internal friction that produces heat. They also tend to leak internally.
However, they require less day‑to-day maintenance than direct‑drive systems,
though they require a qualified technician for major repairs. Nevertheless, for a
coiled tubing unit and its spatial restrictions and power transfer requirements,
hydraulic devices provide the best load distribution and packaging available
(Figure 5-2).
Figure 5-2: Hydraulic Hoses
5.2 Maintenance of Hydraulic Components

The maintenance of hydraulic equipment (Figure 5-3) is important to eliminate
or reduce failures.
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Figure 5-3: Hydraulic System in a POD Blender Skid
Common causes of failure are
• high contamination levels

• wrong oil viscosity
• high-temperature operation
• cavitation
• faulty circuit-protection devices.
Over the years, the performance, sophistication, and operating pressures of

hydraulic equipment have increased significantly. These changes are particularly
true in mobile hydraulic equipment. As a result, not only is the more modern
hydraulic equipment more expensive to fix when it breaks, but proactive
maintenance is required to maximize service life and minimize operating costs.
It is not realistic to expect (as many equipment owners do) to run hydraulic
devices for many hours without checking anything more than the fluid level and
not have problems.
At a minimum, follow these six guidelines to minimize the chances that a

hydraulic component will suffer expensive, premature component failure and
unscheduled downtime:
• Keep fluids clean.

• Keep the fluid temperature and viscosity within optimum limits.
• Keep hydraulic system settings to the manufacturer’s specifications.
• Schedule change-outs before components fail.
• Follow correct commissioning procedures.
• Conduct failure analyses.
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Implementing an effective, proactive maintenance program requires time, effort,

and some expense. However, the investment is quickly recovered through
savings in costs as a result of improved equipment performance, increased
component life, increased fluid life, reduced downtime, and fewer repairs.
5.3 STEM I Auxiliary Post-Trip Inspection

The auxiliary post-trip inspection is a comprehensive inspection that identifies
any auxiliary defects. This inspection determines the repairs required to make
a unit operationally ready for the next service job.
Highlighted items (in red on the 587-2H form) are to be reported to the
maintenance staff by the last person operating a unit.
The tools required are
• a flashlight
• a shop towel
• pliers
• a screwdriver.
The auxiliary posttrip inspection involves these 25 areas:
• all fluid levels

• all belts
• air filter indicator
• engine and transmission power take-offs
• batteries and cables
• exhaust system
• instrumentation
• clutch operation
• hydraulic system
• drain air tanks
• mixing systems
• chemical additive systems
• suction/discharge piping
• centrifugal pumps
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• high-pressure pumps
• bulk systems
• displacement tanks
• safety systems
• dome lids
• tank test date
• placarding
• blinds/caps
• radiation papers and decals
• densitometer lockradiation papers and decals
• post-trip inspector signature.
5.3.1 All Fluid Levels

Check all fluid levels and bring them to the full level. Also, confirm that all filter
caps are in place (Figure 5-4).
Figure 5-4: Checking Fluid Level
5.3.2 All Belts

Check all belts for proper tension and condition (Figure 5-5).
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Figure 5-5: Checking Belts
5.3.3 Air Filter Indicator

Check to ensure that the air filter indicator is in the normal operating range
(Figure 5-6).
Figure 5-6: Air Filter Indicator
5.3.4 Engine and Transmission Power Take-offs

For the engine and transmission power take‑offs (Figure 5-7), check the following:
• engine performance
• coolant and oil leaks
• mounting for loose bolts and cracks
• proper operation of the neutral safety switch.
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Figure 5-7: Power Take-Offs
5.3.5 Batteries and Cables

Check batteries for terminal and cable condition. Ensure that the battery and
cover are properly secured (Figure 5-8).
Figure 5-8: Batteries
5.3.6 Exhaust System

For the exhaust system (Figure 5-9) do the following:
• Inspect for leaks, loose fittings, and damaged pipe.

• Ensure that hoses and electrical wires do not contact the exhaust system.
• Check the condition of the muffler and its mounting.
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Figure 5-9: Exhaust System
5.3.7 Instrumentation
Verify that all gauges operate properly and can be clearly read (Figure 5-10).
Figure 5-10: Gauge Panel
5.3.8 Clutch Operation

Check the clutch for proper operation, and make sure there is clutch pedal
clearance.
5.3.9 Hydraulic System

For the hydraulic system (Figure 5-11), check the following:
• system performance
• hydraulic components
• condition of hoses
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• tank mounting for missing bolts, cracks, or missing brackets

• filter indicator.
Figure 5-11: Hydraulic System
5.3.10 Air Tanks

Drain moisture from the air tanks (Figure 5-12).
Figure 5-12: Draining Moisture
5.3.11 Mixing Systems

Verify that all mixing systems are functioning properly (Figure 5-13). Ensure that
there are no leaks in piping or valves.
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Figure 5-13: Mixing System
5.3.12 Chemical Additive Systems

Confirm that
• all chemical additive systems are functioning properly

• all lines are clean and free of debris and obstructions
• all valves are operating properly.
5.3.13 Suction/Discharge Piping

Confirm that
• piping or valves are not leaking (Figure 5-14)

• all lines are clean and free of debris and obstructions
• all valves are operating properly.
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Figure 5-14: Piping in Truck
5.3.14 Centrifugal Pumps

For the centrifugal pumps, sometimes called C‑pumps, ensure that
• mounting brackets are secured and all bolts are in place

• no loss of suction or discharge pressure has occurred
• there is no unnecessary noise or vibration
• nothing is leaking (Figure 5-15).
Figure 5-15: Centrifugal Pump
5.3.15 High-Pressure Triplex Pumps

For the high-pressure triplex pumps, check that
• the fluid-end is functioning properly with no leaks
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• the fluid-end is securely mounted with all nuts and bolts in place
• clamps are on plungers
• the power-end is working properly, with no unusual noises, vibrations, or
oil leaks (Figure 5-16).
Figure 5-16: Triplex Pump
5.3.16 Bulk Cement Transport

Check that the bulk cement transport pressures up with no leaks and that it
unloads material properly (Figure 5-17).
Figure 5-17: Bulk Cement Transport
5.3.17 Displacement Tanks

Check that displacement tanks are clean and free of debris (Figure 5-18). Check
for missing barrel indicators.
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Figure 5-18: Displacement Tanks
5.3.18 Safety Systems

Check safety systems to ensure that
• the emergency kills and over-pressure trips are functioning properly

• the relief and cycle valves are operating properly
• the burst disc is in place.
5.3.19 Dome Lids

On the dome lids, check the condition of
• the gasket
• the latches
• the roll-over vent valve.
5.3.20 Tank Test Date

Check that there is a current, legible test date on the tank.
5.3.21 Placarding
Check that the placards are securely mounted and in good condition (Figure
5-19).
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Figure 5-19: Placarding
5.3.22 Blinds/Caps
Check that the correct placard is in place for the load (Figure 5-20) and that all
required blinds and caps are in place on tanks and piping.
Figure 5-20: Caps
5.3.23 Radiation Papers and Decals

Check that all radiation papers and decals are in place (Figure 5-21).
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Figure 5-21: Radiation Decal
5.3.24 Densitometer Lock

Check that the densitometer is in the OFF position and is locked (Figure 5-22).
Figure 5-22: Densitometer Lock
5.3.25 Auxiliary Post-Trip Inspector Signature

The signature on the auxiliary post-trip portion of the driver’s trip report (form
found in STEM I Inspection Guidelines For Well Services Land Operations,
(Inspection Guidelines For Well Services Land Operations) InTouch content ID#
2024129 verifies that
• the safety inspection has been performed
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• any repairs necessary to make the unit safe and operationally ready for the
next service job have been identified.
5.4 STEM I Repair Process

The STEM I repair process is identified by each district. Therefore, each district
should develop a plan that identifies the specific person who will be responsible
for repairs to unit components.
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STEM I Diesel Engine
JET Manual 04 Basic Oilfield Equipment / STEM I Diesel Engine

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6 STEM I Diesel Engine

There are many different sizes of diesel engines found on Schlumberger
equipment. All of them play a vital role in the completion of a failure-free job.
Completing the STEM I Report before and after every job is a key factor in
keeping these engines in optimum working condition. Follow the steps below
to complete the STEM I inspections:
Before a job and before starting the engine, do the following:
1. Make sure the power source is in LOTO (lockout/tagout) before performing

these tasks. Refer to WS Safety Standard 5: Pressure Pumping and Location
Safety, InTouch content ID# 3313681 for details.
2. Check the previous STEM I inspection to make sure that earlier problems
have been repaired.
3. Inspect the oil level. It should be up to the full mark. Add as needed. If the
oil looks gritty, watery, diluted (diesel in oil) or milky, check with a mechanic;
a STEM II inspection may be required. When adding oil, make sure to use
the correct type and viscosity.
Do not mix these, if possible, and do not overfill the oil level. Ensure that the
correct dipstick is being used for a particular engine. The wrong dipstick
can make a big difference.
Note
For two-stroke Detroit diesel engines, use SAE 30W or 40W oil. For CAT and
Detroit diesel four‑stroke engines, use 15W to 40W oil.
4. Inspect the coolant level. It should be 50 mm [2 in] below the radiator neck.
Add as needed. Inspect the hoses for leaks, wear, splits, and cracking.
Inspect the clamps and fittings for tightness and wear. If coolant is needed,
alert the field service manager or a mechanic to the problem. Do not mix
different coolants. Use the same type of coolant if at all possible.
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5. Inspect the fuel system. Inspect the filters, hoses, and lines for leaks,
rubbing, chafing, and loose connections. Fill the tank to within 50 mm [2 in] of
the top (90% capacity) to allow for fuel expansion. In cold environments, use
winter-grade diesel fuel. Ordinary fuel may cloud and clog the fuel filters.
6. Inspect the belts. Also inspect the shrouds and guards. Belts should yield 12
mm to 19 mm [1/2 in to 3/4 in] under thumb pressure. Inspect the belts for
cracking and fraying. Check the condition of the pulley for loose bearings.
A belt that is too tight is destructive to the bearings of the driven part. A
loose belt will slip.
7. Operate and reset the emergency kill mechanism.
Note
The emergency kill latch must be spring loaded to prevent it from accidentally
tripping during a job. If it does not work, the flapper shaft has probably seized.
If the flapper has seized, make sure the engine cannot be accidentally
started, and then spray a little penetrating oil around the pin and trip
mechanisms. Make sure the flapper has a good reset handle or pin. Be
careful not to drop any items down the air intake.
8. Inspect the batteries. Inspect the fluid level in each of the cells. The fluid
should be 10 mm [3/8 in] above the plates. If additional fluid is required,
add distilled water only. Battery fluid is a solution of sulfuric acid. The acid
strength can be measured by determining its weight with a hydrometer. The
fluid in a fully charged battery will weigh 1.260 SGU at 26.6 degC [80 degF].
The weaker the battery, the lower the fluid weight will be. Make sure the
battery terminals are tight, the cables are in good condition, and excessive
corrosion is not noticeable on the terminals.
Use water and baking soda applied with a wire brush to remove terminal
corrosion. A light coating of petroleum jelly can prevent future terminal
corrosion. Make sure the top of the battery is wiped clean and dry to prevent
accidental discharge. Make sure the cover fits tightly. Commonly used
maintenance-free batteries do not need to be checked for fluid level. Simply
look into the hydrometer eye and note the color. Green means the battery is
>65% charged; black or clear means that it is <65% charged.
Potential Severity: Light

Potential Loss: Personnel
Hazard Category: Electrical
Use care to avoid shorting with a wrench or screwdriver. The current

generated by these batteries is enough to cause very serious burns.
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Hydrogen gas is produced in the normal operation of a battery. To prevent a

dangerous explosion, keep all flames and sparks away from vent openings
in a battery. Follow the guidelines in Safety Standard 4: Facilities and
Workshops, InTouch Content ID# 3313678, concerning safe procedures to
follow when charging, jumping, hooking up, or storing batteries.
9. Inspect the air filter. Look for obstructions and dirt buildup. Check the
external filter restriction indicator, and ensure that it works. Make sure no
dirt can enter the engine through the air intake. Filter elements should be
removed from their housing only when they are being changed. More dirt
is induced into the engine when the filter is being changed or checked than
would be allowed by the dirty filter itself. Oil bath-type air filters should not be
used because they offer very low engine protection during low engine rpm’s.
A blower forces air into the cylinders to sweep the exhaust gases out through
the exhaust valves, leaving the cylinders filled with fresh air. This air also
helps cool internal engine parts, particularly exhaust valves. Therefore, a
restricted air flow can cause an engine to starve for air. This lack of air will
result in the incomplete burning of the fuel and cause the engine to send
black smoke out of the exhaust.
10. Inspect the hydraulics. If the unit has a hydraulic system, check the hydraulic
fluid level. In warm climates, it should be 50 mm [2 in] from the top of the
reservoir. In warm climates, 3 to 4 in from the top for expansion may be
needed. Inspect the hose condition for pinching, cracks, wearing, and cutting.
Note
If hydraulic fluid must be added regularly, check the seals on the motors and
C-pumps, the hydraulic pumps and gear-boxes, and the cylinder rams. A
problem may exist that needs immediate attention.
11. Power take-off (PTO) operation, grease bearings (if the unit drives a PTO).
The PTO is a means of disconnect between the engine and, in this case, the
compressor. Sometimes the PTO is directly mounted to a gear reduction
case. If so, always check the oil level in the gear case. Grease the throw-out
bearing and clevis lever shaft. Inspect clutch operation; ensure that the clutch
will click in and out when engaged. The force to engage the clutch should be
50 lbf. Note any fluid additions or abnormalities on the STEM I checklist.
Note
Any fluid additions should be made with a clean container used for one type
of fluid. Contamination and/or buildup can occur if fluid mixing takes place
inside the engine or cooling system.
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12. Inspect the transmission fluid. If the unit drives a transmission, check the
fluid level by using the dipstick. Check it twice for consistency. If an automatic
transmission is used, the level will need to be rechecked when the engine
is running. The correct level can be ensured only when the transmission
temperature is at a normal operating temperature, above 160 degF.
13. Inspect engine mountings. Make sure all components are securely fastened
to the frame. Both the front and the rear engine and transmission mounts
must be inspected. Inspect under and around the unit for oil and coolant
leaks, drips, and puddles.
After starting the engine with partial throttle, follow this procedure:
1. Look at all the gauges.

a. Check the oil pressure. Ensure that it is within the operating range for
the engine used: 20 psi to 55 psi for a Detroit diesel and 30 psi to 90
psi for a Caterpillar.
b. Make sure the tachometer is working by throttling the engine a couple of
times. If an hour meter is incorporated into the tachometer, make sure it
is working.
c. Check the engine temperature. Make sure it is within the operating range
for the engine used: 160 degF to 190 degF for a Detroit diesel and 160
degF to 210 degF. for a Caterpillar.
d. Make sure the alternator is keeping the battery charged. The battery
voltage range is from 12.5 V to 15.0 V DC. If the charging system is
working correctly, the voltage will increase when the engine rpm’s are
increased after starting.
2. If the unit is clutch-driven, engage the PTO and confirm that the connected
unit is operating. It should take about 50 ft/lbf to engage the handle. If the
clutch is too loose, damage can occur during job.
3. Inspect the hydraulic system. If hydraulics are installed, check for leaks
while they are in use. Bypass valves, relief valves, pumps, and motors
should be traced for leaks, vibrations, and loose components. Confirm that
the hydraulic pressure is within the operating range of the system. All valves
should be fully open or fully closed during operation.
4. Inspect the exhaust system. Look for leaks and excessive noise. Look for
leaks around the exhaust manifold gaskets, muffler, and muffler piping. If the
engine has not been used in a long time, drain any accumulation of fluid from
the exhaust manifold. Avoid excessive idling. Prolonged engine idling will
result in the temperature of the engine coolant falling below the specified
operating range. A low operating engine temperature causes incomplete
combustion of fuel in the cylinders. Incomplete combustion may cause
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lacquer or gummy deposits to form on the valves, pistons, and rings. It also
causes rapid accumulation of sludge within the engine. When prolonged
engine idling is necessary, keep the engine running at a minimum of 900 rpm.
5. Inspect the automatic transmission fluid level. If necessary, run through the
gears with the unit on level ground, and then read the fluid level on the
dipstick. The unit should be at a normal operating temperature.
Note
Disengage the drive mechanism (transmission or PTO), and allow the engine
to idle for 5 minutes before shutting down.
During a job, do the following:
1. Check the gauges:

a. Make sure the coolant temperature remains in the operating range for
the engine.
b. Check the oil pressure as often as possible during the job. If the oil
pressure gauge shows a large drop in oil pressure, possible engine failure
may be imminent. Let the field supervisor or field engineer in charge know
immediately, and then switch to an alternate power source if available.
2. Check how the unit is operating. Continuously check the unit for unusual
noises, vibrations, leaks, or smoke. Note any operating problems on the
STEM I inspection form or Driver’s Trip Report. Remember to idle the engine
for 5 minutes before shutting the engine down. Doing this allows the internal
components to cool, which can prevent serious internal damage.
After the job, do the following:
1. Inspect the oil level. Wait until the engine has cooled, and check the oil level
and condition. Top off the oil if necessary. Use the appropriate type of oil with
the correct viscosity. Be sure the engine oil level has not risen during the
job. An increase in the level could indicate contamination by fuel, water, or
coolant.
2. Inspect the coolant level. When the engine has cooled, check the coolant
level and refill it if necessary. Inspect the hoses, cap, and fittings for
looseness and wear. The radiator operates under pressure at a normal
operating temperature. Wait until the engine has cooled before removing
the radiator filter cap. Never use a flame (match, cigarette lighter) when
checking the coolant level.
3. Refuel the tank. Fill the fuel tank with clean diesel. Leave a 50-mm [2-in]
space at the top of the tank for fuel expansion.
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4. Inspect the belts. Also inspect the shroud and guard. Vibrations from unit
operation can loosen the guard bolts and shroud fasteners. Inspect the
pulleys and check for worn or loose bearings.
5. Check the hydraulic fluid level. If necessary, fill as required. Inspect the
hoses and fittings for wear, cracks, pinches, and leaks.
6. Inspect the unit visually. Inspect the engine and under the unit for unusual
drips or puddles. Record the engine hours and any maintenance that needs
to be performed on the STEM I inspection form or Driver’s Trip Report.
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STEM I Compressor
JET Manual 04 Basic Oilfield Equipment / STEM I Compressor

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7 STEM I Compressor
The compressors in use with Schlumberger auxiliary equipment vary in type,
manufacturer, and size. However, they all perform the same basic function: they
supply air to operate the controls and transfer bulk material and/or acid.
The following steps outline the STEM I inspection procedure for the compressors
used with Schlumberger auxiliary equipment. For a complete overview of
pneumatic systems, refer to JET Manual 6 Bulk Plant Equipment, InTouch
content ID# 4127830.
Before a job and before starting the engine, do the following:
1. Check the previous STEM I inspection report.

2. Do the STEM I diesel engine inspection.
3. Check the hydrostarter system. If the engine uses a hydrostarter instead of
an airor electric-powered starter, follow these steps:
a. Inspect the operation of the hydrostarter pump and the condition of the
pressure gauge. The pump should have resistance in both directions.
Ensure that a rubber boot is in place.
b. Check that the oil level in the hydrostarter reservoir is 3/4 full, with no
pressure on the system. After charging the system, the screen on the
bottom of the tank should be covered with fluid (C3 or SAE 10W oil).
Some manufacturers recommend a 50/50 mix of diesel and motor oil.
c. After the system is charged, the hydrostarter requires the following
pressures to start the engine: 1,500 psi above 4 degC [40 degF] 2,500
psi at -17 to 4 degC [0 to 40 degF] (use starting aid) 3,300 psi below -17
degC [0 degF] (use starting aid).
4. If the system is water cooled, complete the same inspections for the
compressor coolant system and level as for the engine.
5. Inspect the compressor belts guard if the drive is not direct. The belts should
give about 13 to 19 mm [1/2 to 3/4 in]. If a belt is frayed or damaged in any
way, replace the complete set of belts. Also inspect belt guards for damage.
6. With air-cooled compressors, inspect the cooling fins to make sure they are
free of dirt and oil buildup. Also inspect the cooling fan and belts if applicable.
7. Inspect the compressor oil level. Some Gardner-Denver models have
a dipstick located on the crankcase. The Leroy models and some
Gardner-Denver models can be checked by sight glass. The proper level
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is in the middle of the sight glass. In rotary-type compressors such as the

Ingersol-Rand, the reservoirs are in the air-oil separator. These usually
require a special oil.
8. Inspect the pilot unloader control lines. These lines run from each
compressor piston. Check for cracks and leaks.
Note
These lines control the maximum and minimum pressures by opening the
individual suction valves on each piston. If a valve fails, it can affect the
safe operating limits of the system.
9. Drain moisture from the reservoir.

10. Inspect the unloader and relief valves. The compressor should also have its
own pressure-regulating system (unloader).
This system may be a brass pilot control valve on the compressor reservoir
tank. This valve should be set to cut out at 32 psi and cut in at 27 psi. The
differential should be approximately 15% of pounds per square inch. Verify
that the lines and fittings are tight, with no apparent wear or cracks.
Unloader and pressure relief valves must be inspected periodically in
accordance with WS Safety Standard 27: Inspection and Testing of Pressure
Relief Valves and Gauges, InTouch content ID# 3313707. Pressure relief
valves must be inspected for proper operation for every job, as well as every
month and every year, as required by WS Safety Standard 27. The valves
should be green-tagged with the test date noted on the tag. A pressure relief
valve should also be in place on the reservoir tank. It should be set at 35 psi,
unless otherwise noted on the pressure vessel plate.
Make sure the pressure relief valve is working for every job. Lubricate the
spring and plungers of the relief valve with light oil. Verify that the valve
has been green-tagged, with the last test date displayed. Always check the
specification plate on the pressure vessel for pressure relief valve settings. If
a valve is not working properly, it must be replaced. If it needs to be repaired,
the repair must be done by a qualified person.
It must also be properly reset and bench-tested before being reinstalled.
Doing this requires the aid of a qualified mechanic and is required by WS
Safety Standard 27.
Note
Cement surge cans have a lower psi setting. For details, refer to WS Safety
Standard 27, Maintenance Bulletin 625E, and Technical Alert 98-03.
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11. Inspect the discharge plumbing, including the valves, check valves, and
gauges. Check that they are properly installed and are operating correctly.
12. Inspect the air filters. Look for dirt, dust, and oil accumulation. Repair or
replace them if necessary. Make sure the filter retaining studs in the centers
of the filters are tight.
13. Check the STEM backup compressor. If a backup compressor is available,
connect it in line with the primary compressor so that it is ready, if necessary,
for a quick changeover during the job.
After starting the engine, do the following:
1. Perform the STEM I inspection on the diesel engine.

2. Check the compressor oil pressure. The pressure should be about 5 to 10 psi.
3. Verify unloader operation. Shut in the discharge of the compressor to ensure
that the unloader is operating correctly. It should actuate at 30 to 32 psi,
preventing further pressure buildup. It should reload at 15% under unload
pressure.
1. Check the gauges. Look at the engine oil pressure, compressor oil pressure,
and temperature and ammeter or voltmeter functions.
2. Check unit operation. Check air pressure and safety devices continuously. If
problems occur, quickly change to the backup compressor, if available.
3. Document all problems noticed during the job.
After a job, do the following:
1. Do the post-job STEM I inspection on the diesel engine as outlined in Section

8 of this manual.
2. Inspect the compressor oil level. Add SAE 30W oil if necessary.
3. Drain the reservoir tank. Leave the valve open (either the drain cock or the
discharge valve of the system). Note any problems or maintenance that
needs to be done on the STEM I inspection form or Driver’s Trip Report.
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STEM I Acid Transport
JET Manual 04 Basic Oilfield Equipment / STEM I Acid Transport

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8 STEM I Acid Transport

When transporting hazardous materials, such as acid, the preventive
maintenance must be done correctly to avoid regulatory (e.g., U.S. Department of
Transportation) violations and to eliminate any chance of injury to Well Services
personnel and others due to the dangerous nature of the hazardous materials.
Potential Severity: Light

Potential Loss: Environmental
Hazard Category: Machinery equipment hand tools
Be careful when working around any unit containing hazardous materials. Wear
and use the proper safety equipment listed in the MSDS for each chemical.
Before a Job
To do a STEM I inspection for acid transport, follow these steps:
1. Review the previous STEM I inspection report.

2. Perform the STEM I chassis inspection as noted in Section 9: STEM I
Cement Bulk Equipment of this manual.
3. If the unit has a hydraulic system, do the following inspections:
a. Inspect the hydraulic fluid level. The correct fluid level is 2 in below the
top of the tank.
b. Inspect the hydraulic system. Inspect the pumps, hoses, and gauges for
leaks, cracks, pinching, and excessive wear.
c. Verify PTO operation.
Note
The indicator light on the PTO switch in the cab should signify correct
operation. Repair or replace the fuse, if necessary.
4. If the unit has centrifugal pumps (C-pumps), check the following:

a. Inspect the C-pump lube tank level. Make sure the pump is properly
lubricated.
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b. Operate the C-pump to check for any unusual noises, vibrations, and
leaks. When pumping acids and solvents, the seals cause most of the
C-pump failures. Inspect these thoroughly.
5. Inspect the valves. Check that the suction and discharge valves operate and
are positioned correctly. The tank discharge valves must be closed during
transport.
Note
Certain fluids (for example, certain solvents) can soften and swell the seats
in Weco butterfly valves. This swelling can make opening and closing the
valves very difficult and can contribute to leaks.
6. Cover the ports with caps. Make sure they are secured with safety chains.
7. Inspect the dome lid arrangement. Verify valve condition, cam locks, and
adjustment. Inspect the lid gasket and the dome guard drain hose.
Note
Maintenance Bulletin VII-691-B outlines the safety requirements for Well
Services transport manhole covers, tanks, and inspections.
8. Inspect the tank gauges. They should be legible and mounted securely.
9. Check the placarding. Placards must be clearly legible.
Note
The correct hazard class and ID number for placarding each of
Schlumberger’s hazardous materials should be available in each location.
This information should also be noted on the Loading Sheet for each unit.
To simplify and meet the U.S. Department of Transportation Acid Transport

Placard Requirements for North American operations, do the following:
• For a multicompartmented transport (Schlumberger 5,000 galUS
transport), the ID number and class of each product must be displayed
on the sides of each compartment.
• If the product is both flammable and corrosive, display “Flammable” on
the ends. When hazardous materials are not being transported, display
the original placards. When the empty tank has been triple-rinsed with
water, display the “Drive safely” slogan.
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• Always check for proper paper work and placarding, and reference your
Hazardous Material Pocket Handbook. More information is available from
Maintenance Bulletin 1109 MUST DO on the placarding of transports.
10. If an air lance is installed, check the condition of the system, including the
Note
Ensure that the lance can be operated only with the parking brake set.
11. Visually inspect the unit. Inspect under and around the unit for leaks from
the tanks, C-pumps, and hydraulic lines. Note any discrepancies on the
STEM I inspection form or Driver’s Trip Report.
During a job, check the following:
1. Check unit operation. Confirm valve operation, hydraulic operation, and

C‑pump operation (especially the seals).
2. Check the hydraulic gauges.
3. Check for leaks. Inspect the manifolds for leaks and corrosion.
Note
If leaks occur under pressure, take precautions to safely contain any spills.
Leaking corrosive or flammable materials can be extremely dangerous.
1. Drain the tanks. Ensure that the tanks are properly drained and flushed
in accordance with all state and federal/country regulations and that the
contents are disposed of correctly. Review the MSDS manual for disposal
guidelines.
2. Inspect the hydraulic system. If applicable, fill to 2 in below the cap in the
reservoir, if needed. Look for leaks or wet spots.
3. Inspect the C-pumps. If applicable, look around the centrifugal system for
drips and/or wear.
4. Refill the centrifugal lube tank. If required, fill it with clean 80W/90W oil.
5. Grease the centrifugal bearings if applicable.
6. Check that the dome lids and blanking caps are in place and are securely
fastened.
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7. Check the placards and correct them, as needed, for the trip back to the
district. Note any maintenance that is required on the STEM I inspection
form or Driver’s Trip Report. Remember that chassis and brake post-trip
inspections are also required.
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STEM I Cement Bulk Equipment

JET Manual 04 Basic Oilfield Equipment / STEM I Cement Bulk Equipment
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9 STEM I Cement Bulk Equipment

The quality of a cement job is only as good as the bulk cement delivery to the
mixer. Therefore, it is very important for the bulk system operator to understand
how his equipment works and how to keep it maintained so that it works well
on every job.
Here are the general configurations of pressurized and gravity silos. The
following steps will ensure that the bulk system being used (gravity surge can,
pressurized silo, pressurized bulk truck) are in good operating condition when
a job begins.
Note
Make sure the equipment has received the proper STEM I inspection, and
confirm that the correct bulk equipment is being taken to location. Double-check
the loading tickets and/or service order, the STEM I checklists, and the unit’s
number to ensure that the correct piece of equipment is being dispatched to
the job.
When working around cement pressure vessels, the operator must wear the
following PPE (and have the minimum safety equipment):
• goggles
• dust mask.
Cement dust is very abrasive to the eyes, nose, throat, and lungs. Because it is
caustic, it can burn the skin if handled improperly. Use it carefully.
Before a job and before applying air to a vessel, do the following:

2. Perform the STEM I chassis inspection, if applicable.
3. Make sure the maximum working pressure is stenciled on the tank.
4. Make sure the tanks are labeled correctly.
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Note
Improper labeling of bulk tanks can cause an operating failure by mixing
cement from the wrong tank during a job.
5. Inspect the check valves, relief valves, and gauges. Ensure that the check
valve(s) and pressure-relief valve(s) are present and free of corrosion or
dirt. Verify the test date on the pressure-relief valves. Inspect the pressure
gauges. The recommended pressures are 0 to 60 psi, fluid filled, with a
6.5-cm [2.5-in] face.
Pressure-relief valves must be inspected every month and every year for
every job, as specified in WS Safety Standard 27: Inspection and Testing
of Pressure Relief Valves and Gauges, InTouch content ID# 3313707. The
valves should be green-tagged, with the test date noted on the tag.
6. Verify that the butterfly valves work. Make sure they are in the correct
position before air is introduced into the system.
7. All open 4-in ports must be covered by a two-piece cap/union.
8. Inspect the ball valves, hoses, and connections. Inspect the ball valves on the
manifold for ease of use. Check the hoses and fittings for wear, cracking, and
looseness, where applicable. Inspect the check valves for correct operation.
9. Inspect the frame and the skid for cracks and structural damage.
10. Perform a STEM I inspection on the air supply system (compressor) as
outlined in Section (p. 7-1) of this manual. Soft hoses are the only type of
hose allowed on bulk fill, discharge, and vent lines.
While applying air to a vessel, do the following:
1. Inspect the compressor.

2. Inspect for leaks. Inspect hoses, caps, manifolds, and manhole covers. If
leaks are found, bleed pressure completely from the tanks and then repair
the equipment.
3. Check the pressurized system (bulk truck, pressurized silo, and pressurized
surge can):
a. Pressurize the empty tank to 5, 10, and 15 psi. Record how long it takes
to pressure up. If the compressor is cycling in and out, the compressor is
keeping up with the delivery of the product. If the air pressure is dropping
on the product tank and the compressor is cycling, there is a restriction in
the air lines or pads.
b. Test the tank to 15 psi. Record any drop in pressure. If there is a drop,
repairs are needed.
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Note
If it is necessary to enter the tank for repairs or an inspection, follow the
guidelines in QHSE Standard 12 (Permit to Work System).
To enter cement bulk equipment, do the following:

i. Obtain a safe work permit before any vessel is entered.
ii. Isolate the tanks by blinding or disconnecting and completely cleaning
them before entering.
iii. Use a combustible gas detector. Analyze the O2 in the air.
iv. Use PPE as necessary.
v. Use an air mover to change air out frequently.
vi. Do not block the entry or exit while a person is inside a tank.
vii. Shut down and lock any power‑driven equipment (compressors)
before entry.
Note
When someone is working inside a closed vessel, an attendant must
be stationed outside the entrance (manhole) to warn of external
danger or to get help if necessary. A lifeline must be attached to the
wrists of the employee inside the vessel.
c. Check the discharge pressure. Blow air through the discharge line to the
tank to make sure the line is clear.
d. Fluff product through the pads, and note any pressure difference between
that on the manifold gauge and that inside the tank. A pressure difference
of 5 psi or greater will indicate partially plugged pads or jets. If no
pressure is noted, a pad could be ripped, or there might be a large leak
around the pads.
4. For gravity-feed systems (gravity silo, gravity surge can), do the following:
a. inspect for obstructions in the vent line. There should be no kinks in
the hose.
b. If the vent is attached to a dust collector, make sure no more than 5 psi of
back pressure exists on the system.
c. Look inside the tank and check that no excess cement is caked on the
walls, pads, sight glass, or discharge valve.
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d. Percolate air through the pads and make sure that air is exiting from the
vent line. Improper labeling of bulk tanks can cause an operating failure.
e. Inspect the discharge valve. Check operation of the large discharge
butterfly valve on the bottom of the tank. Repair it if necessary.

1. Verify that the equipment operates. If the system is pressurized, watch for
fluctuations in the air pressure of the tank.
2. Inspect the compressor. Do a STEM I inspection on the compressor and
engine while it is running.
1. If the system is pressurized, bleed air from the unit, leaving the vent valve
completely open. Use caution, and be aware of dust hazards.
2. Empty the vessel. Silos must be completely empty before transporting them.
If any maintenance is required on the unit, note it on the STEM I inspection
form or Driver’s Trip Report.
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STEM I Batch Mixers
JET Manual 04 Basic Oilfield Equipment / STEM I Batch Mixers

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10 STEM I Batch Mixers

The batch mixer requires regular and specific maintenance. This piece of
equipment plays a very important role in the completion of a cement job. It must
be maintained properly to avoid service incidents and operating failures. Many
problems can be directly attributed to improper cleanup of the unit after a job.
Always take the time to properly clean up the batch mixer. It is much easier to
wash up wet cement than to chip out set cement.
The following steps outline the basic STEM I inspection of the batch mixer.
Though there are many different types of batch mixers in use, these steps are
applicable to all of them.
Before a job and before starting an engine, do the following:

2. Do the STEM I diesel engine inspection.
3. Verify the C-pump lube tank level. Fill with clean 80W/90W oil if necessary.
4. Inspect the C-pumps. Inspect the housings and fittings of each C-pump.
Ensure that the seal lubrication line is secure.
5. Inspect the tanks. Look inside the tanks for cement buildup. If you see
excess cement, clean it out. Ensure that all access hatches have gratings in
place. If the mixer has a closed top, make absolutely sure that there is no
buildup of set cement in the upper corner near the joint between the dished
head and the cylindrical section.
If it is necessary to enter the tank, make sure the unit cannot be turned on by
someone else. Review the lockout procedure for this.
6. Inspect the paddles and paddle shafts for looseness. Grease the bearings
where required.
Some batch mixers may be chain driven through a gear drive. If so, make
sure that the chain has a little slack in it and that the guards covering the
chain are in good condition. The clutch operating the chain should be able
to be greased through a nipple on the end of the shaft. If the shaft does not
have a grease nipple, manual greasing is required.
There may also be a sight glass or dipstick to check the oil level in the
paddle’s gearbox. Some gearboxes have a simple plug in the side to check
the oil level. If in doubt, ask your supervisor. Top off the oil if necessary.
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Note
Some gearboxes use specific oils, such as synthetics. Adding the wrong oil
can cause failure almost immediately.
7. Inspect the piping. Look for cement buildup. Verify butterfly valve action. If
the action is stiff or if you can see damage, repair the problem. Ensure that
the blanking caps are secure on all 4-in openings.
After starting the engine, do the following:
1. Do the STEM I inspection on the diesel engine, as noted on the STEM I

inspection form.
2. Verify system operation. Run water through the system to check the
C‑pumps, paddles, and all circulating lines. If pressure gauges are not
installed on the piping system, observe the flow rate and force of the returning
water during testing.
If the flow is weak or if you see leaks around the C-pumps, refer to (JET
3, Centrifugal Pumps) InTouch content ID# 4127830, on repair of these
pumps. Make sure the C-pumps are being lubricated and that the hydraulics
operating the paddles are in good working order.
3. Inspect the air-actuated valves for proper operation. If a valve is inoperable,
repair it or exchange it for an operational one.
1. Check the gauges, hydraulic operation, engine temperature, oil pressure,

and ammeter operation.
2. Verify unit operation. Make sure all functions of the batch mixer are working
correctly.
1. Wash up any remaining cement. Make sure a supply of water is available to

clean up the batch mixer immediately after cementing is completed.
a. Clean out the dry cement piping with a hose.
b. Circulate clean water between the tanks using the C-pumps and paddles.
Discharge the dirty water to the pit or other approved disposal area.
c. Flush more clean water through the individual manifolds on the unit.
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Note
Make sure you know where the water is going as you flush the manifolds.
This will ensure that the unit ends up being thoroughly cleaned.
d. Open the blanking caps and flush the water from each opening on the
unit.
e. Drain all the water from the unit, including the drains on the C-pumps
and all low points in the plumbing.
2. Do the post-job STEM I inspection on the diesel engine, as noted in Section
6 of this manual.
3. Refill the C-pump lube tank. Use clean 80W/90W oil.
4. Make sure the load is secure for the trip back to the district. Note any
problems or maintenance requirements on the STEM I inspection form or
Driver’s Trip Report.
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Equipment Modifications
JET Manual 04 Basic Oilfield Equipment / Equipment Modifications

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11 Equipment Modifications
In accordance with Schlumberger standards, no modifications or equipment
changes are permitted without approval. You must submit an equipment
modification request (EMR) through InTouch. EMRs must be approved and
signed off by the appropriate line manager and/or department supervisor before
any work is carried out.
All such requests for equipment modification should be made in strict compliance
with procedure 420 (Processing Request for Change). Any modifications or
changes will be considered only when no practicable alternative is available. If
there is equipment that meets the required specification, then this equipment
must be used.
_X_PDF1_XX_
(following pages)
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References
JET Manual 04 Basic Oilfield Equipment / Equipment Modifications

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12 References
All Schlumberger employees must be familiar with the relevant safety regulations
and precautions because of the many hazards involved in the oilfield industry.
Be sure to know the relevant contents of the material data safety sheets
(MSDSs) regarding required personal protective equipment (PPE) and handling
procedures when handling chemicals.
JET Manuals
JET Reference Page (InTouch content ID# 4178854).
Well Services Safety Standards

• Safety Standard 4: Facilities and Workshops (InTouch content ID# 3313678).
• Safety Standard 5: Pressure Pumping and Location Safety (InTouch content
ID# 3313681).
• Safety Standard 11: Pumping Nitrogen (InTouch content ID# 3313684).
• Safety Standard 15: Lockout/Tagout (InTouch content ID# 3313691).
• Safety Standard 17: Storage and Handling of Oxidizers (InTouch content
ID# 3313693).
• Safety Standard 18: HAZCOM (InTouch content ID# 3313694).
• Safety Standard 22: Coiled Tubing Operations (InTouch content ID#
3313710).
• Standard 25: Confined Space Entry, (InTouch content ID# 3313705).
• Safety Standard 26: Air Tanks and Receivers (InTouch content ID# 3313706).
• Safety Standard 27: Inspection and Testing of Pressure Relief Valves and
Gauges (InTouch content ID# 3313707).
• Safety Standard 28: Pressure Management Operations, November, 2003
(InTouch content ID# 3313708).
• Safety Standard 30: Pumping Combustible and Flammable Fluids (InTouch
content ID# 3313709).
Schlumberger QHSE Standards
• Standard S001: Journey Management and Driving (InTouch content ID#

3051691).
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• Standard S002: HSE Event Reporting and Management (InTouch content

ID# 3260257).
• Standard S003: Personal Protective Equipment (InTouch content ID#
3260259).
• Standard S004: Business Continuity, Emergency, and Crisis Management
(InTouch content ID# 3253244).
• Standard S013: Mechanical Lifting (InTouch content ID# 3260276).
Other Regulations
• Maintenance Bulletin 1170 MUST DO - Important Update - Hydraulic Hose

Inspection and Replacement
• Maintenance Bulletin 1170 MUST DO
• U.S. DOT Out-of-Service (OOS) Criteria for Drivers, Vehicles, and HAZMAT
Cargo, (InTouch content ID# 3381268)
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Check Your Understanding
JET Manual 04 Basic Oilfield Equipment / Check Your Understanding

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13 Check Your Understanding

1. The global consistency of fuel is one of the advantages of using gasoline
engines as a prime mover.
a. true
b. false
2. Match each fuel system component with its description.
1. shut-off valve 2. reservoir 3. fuel pump 4. injectors
a. ____ holds and supplies fuel for use by the engine.

b. ____ transfers fuel from the tank to the engine.
c. ____ terminates the flow of fuel from the tank to the engine.
d. ____ calculates the right amount of fuel and directs it into the cylinder
under high pressure.
3. In a two-stroke engine cycle, each down stroke is a power stroke.
a. true
b. false
4. Which three of the following are functions of a diesel fuel management
system?
a. holds a supply of diesel fuel
b. uses high pressure to inject fuel into the cylinder
c. meters the quantity of fuel required for each cycle of the engine
d. carries fuel to various components of the engine through a network of
hoses and pipes
e. controls the rate at which fuel is injected
5. Match each routine maintenance system from the word bank with its
corresponding routine maintenance.
System
1. air system 2. fuel system 3. oil system 4. coolant system
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a. ____ Check fluid level; check fan for damage; check radiator for leaks.
b. ____ Ensure that pressure is maintained; check for leaks in hoses and
connections.
c. ____ Check oil level and condition by looking at the dipstick.
d. ____ Check coolant level; look for leaks in lines and connections; check
filters to make sure they are not clogged.
6. . Match each stroke from the word bank with its description.
1. power 2. compression 3. intake 4. exhaust
a. ____ The piston moves downward and draws air into the cylinder.
b. ____ Both valves are closed and the piston moves upward, squeezing
the air into a tiny space until it becomes hot.
c. ____ The piston moves upward to push out the burned gases.
d. ____ The buildup of burning gases forces the piston down.
7. Which two of the following are true about clutches?
a. The clutch is a driveline component.
b. A clutch may be controlled by electrical, mechanical, or pneumatic
actuators.
c. The pneumatic actuator is standard for most clutches.
d. The clutch connects and disconnects engine power the transmission.
e. The clutch is a type of flexile coupling.
8. Which of the following three statements are true about flexible couplings?
a. They provide overload protection.
b. Schlumberger uses them on many skid units to drive centrifugal pumps.
c. They provide universal joint flexibility.
d. They permit axial and radial misalignment.
e. They require close proximity mounting.
9. Match each type of pneumatic system from the word bank with its description.
1. high-pressure/low-volume 2. low-pressure/high-volume 3. high-pressure/high-volume
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a. ____ Used only in liquid additives, or LAS, applications, such as

fracturing.
b. ____ Used to power brakes, horns, cab tilt controls, and deck engines.
c. ____ Used to convey and fluff bulk material such as sand and cement.
10. Match each part of the pneumatic system with its position on the diagram
below.
Figure 13-1: Parts of Pneumatic System
Callouts Description
1. ____ A. pressure release valve
2. ____ B. air tank
3. ____ C. dryer
4. ____ D. drain cock
5. ____ E. check valve
6. ____ F. compressor
11. When should drain cocks on pneumatic air tanks be opened for drainage?
Select two correct answers.
a. after each operation has started
b. before each operation
c. never
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d. after each operation

12. If the compressor fails, which of the following will happen?
a. Nothing will happen.
b. The check valve allows air to flow out of the tank, which releases excess
pressure.
c. The check valve seals the tank and prevents pressurized air from backing
up.
d. The check valve releases accumulated moisture from the system.
13. Which of the following lubricates a mesh gear compressor?
a. the engine
b. the check valve
c. the governor
d. the dryer
14. How does the operator know when it is time to add oil to the lubricator?
a. by following a schedule and always adding oil at regular intervals
b. by looking at the level through a sight glass
c. by estimating when oil should be added
d. by using a dipstick to determine the oil level
15. Which of the following should be performed when jumping a dead battery?
Check three correct answers.
a. Wear rubber gloves and goggles.
b. Connect the positive terminal of the charged battery to the positive
terminal of the dead battery.
c. Connect the negative terminal of the charged battery to a grounding point
on the vehicle with the dead battery. The connection should be made far
enough away from the battery so that a spark could not ignite hydrogen
gas from the battery.
d. Stand near the battery when the engine is cranked, ready to remove
cables.
e. After jumping the battery, remove the cable from the positive terminal first.
16. Which of the following should be performed for routine lead/acid battery
maintenance? Select three correct answers.
a. Use tap water to replenish battery fluid levels.
b. Check the condition of the entire cable, not just the area near the battery,
to confirm that there are no exposed wires or cracked insulation.
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c. Protect the battery from extreme temperatures.

d. Slightly overcharge the battery for extended use.
e. Check to ensure that terminal connections are tight.
17. Assuming a constant load, which of the following motor functions will be
affected if the flow rate is increased or decreased?
a. speed
b. displacement
c. available torque
d. operating pressure
18. Which of the following areas should be inspected during the auxiliary posttrip
inspections? Select three correct answers.
a. suspension
b. tank test date
c. bulk systems
d. tires, lugs, and clamps
e. displacement tanks
f. license plate
19. What should be done if hydraulic fluid is added regularly during STEM I
diesel engine inspections?
a. Check seals on motors, C-pumps, hydraulic pumps and gearboxes, and
cylinder rams.
b. Switch to a different type of hydraulic fluid.
c. Add stabilizer to the hydraulic fluid.
d. Replace the hydraulic fluid filter.
20. During a STEM I compressor inspection, moisture should be drained from
the reservoir after the engine is started.
a. true
b. false
21. Which two of the following should be performed before starting the engine
when conducting a STEM I Sand Chief inspection?
a. Inspect the sand-conveying belt for damage and tears.
b. Open and close the sand gates to ensure proper action.
c. Ensure that all leftover proppant is cleaned out of each compartment.
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d. Lower the pads to lift the Sand Chief to its proper height.
22. When conducting a STEM I acid transport inspection, which three of the
following should be performed after completing the job? Select all the correct
answers:
a. Verify the placarding.
b. Verify the centrifugal pump operation.
c. Inspect the dome lids.
d. Refill the centrifugal lube tank.
23. Which three of the following should be performed during a STEM I cement
bulk equipment inspection before starting a job?
a. Ensure that check valves and pressure relief valves are present.
b. Verify the test date on the pressure‑relief valves.
c. Bench test the gauges for accuracy before each job.
d. Ensure that check valves and pressure‑relief valves are free of corrosion
and dirt.
24. As part of the STEM I inspection for batch mixers, which three of the
following should be performed for paddles before a job?
a. Grease the bearings where required.
b. Grease the clutch on the chain drive.
c. Ensure that there is no slack on the chain drives.
d. Check the oil level in the paddle gearbox.
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JET Manual 04 Basic Oilfield

Copyright © 2015 Schlumberger, Unpublished Work. All rights reserved.

Copyright © 2015 Schlumberger, Unpublished Work. All rights reserved.

Trademarks & Service marks

Schlumberger, the Schlumberger logotype, and other words or symbols used

A complete list of Schlumberger marks may be viewed at the Schlumberger

Author: Henry Wortmann, Jay Kleinheinz, Chuck Wittacare

Reviewer: Alice S. Lee

Approver: Alice S. Lee

Regulatory Compliance __________________________________________ iv

1 Introduction ____________________________________________________ 1-1

2 Basic Engines and Transmissions ______________________________ 2-1

3 Basic Pneumatic Systems ______________________________________ 3-1

4 Basic Electrical Systems _______________________________________ 4-1

5 Basic Hydraulic Systems _______________________________________ 5-1

6 STEM I Diesel Engine __________________________________________ 6-1

7 STEM I Compressor ____________________________________________ 7-1

8 STEM I Acid Transport _________________________________________ 8-1

9 STEM I Cement Bulk Equipment ________________________________ 9-1

10 STEM I Batch Mixers __________________________________________ 10-1

11 Equipment Modifications ______________________________________ 11-1

12 References ____________________________________________________ 12-1

13 Check Your Understanding ____________________________________ 13-1

2-1 Electric Motor Used in Cement Pump Skid __________________________ 2-1

4-5 Voltmeter _________________________________________________________ 4-5

Copyright © 2015 Schlumberger, Unpublished Work. All rights reserved.

Schlumberger has in place the Standard Equipment Maintenance (STEM)

1.1 Learning Objectives

• identify advantages and disadvantages, principles of operation, and

– STEM I Sand Chief

1.2 Safety Warning

In addition, the following protective clothing is required only if needed:

Be aware of all other unsafe situations when performing routine maintenance.

General guidelines for safe operation:

• Do not wear loose clothing or jewelry that can catch on controls.

2 Basic Engines and Transmissions

2 Basic Engines and Transmissions

2.1 Types of Engines

2.1.1 Electric Motors

Figure 2-1: Electric Motor Used in Cement Pump Skid

Advantages of Electric Motors

The advantages of using electric motors include the following:

• no exhaust emissions: Electric motors are noted for their environmentally

Disadvantages of Electric Motors

2.1.2 Gasoline Engines

Figure 2-2: Gasoline Engine

Advantages of Gasoline Engines

Their advantages include the following:

Disadvantages of Gasoline Engines

The disadvantages of gasoline engines include the following:

• limited durability: Because gasoline engines reach their peak horsepower

2.1.3 Diesel Engines

Figure 2-3: Diesel Engine

Advantages of Diesel Engines

• Durability: A diesel engine is built on a heavier scale than a gasoline engine

Disadvantages of Diesel Engines

The disadvantages of using diesel engines include the following:

2.2 Engine Comparisons

2.2.1 Internal Combustion Engines

2.2.2 Intake and Combustion

2.2.4 Horsepower and Torque Versus RPM

2.3 Diesel Engines – Schlumberger’s Main Prime

2.3.1 Stroke Cycles