SKF 12F18 19 - Training - 04 09 06

SKF-12
Maintenance
Training
Handout
1D68F18-19
Introduction
SKF-12 Maintenance Training
This Training Presentation and Handout is not competency based training. It is a familiarisation and
overview of Mechanical aspects of the SKF-12 Drilling Rig. The training handout is produced to provide
additional information to maintenance personnel and to act as a guide for future reference to basic
maintenance of the SKF drilling rig. The handout is not intended to cover all aspects of maintenance of this
machine and is a supplement to the service manual.
Under no circumstances should anyone who has not been sufficiently trained or supervised by a person
experienced in the care and maintenance of the SKF Drilling Rig undertake any tasks other than what has
been explained in this basic training course.
Introduction
This REEDRILL Infinity Series SKF-12 is specifically designed for Blast Hole Operations. It is a crawler
mounted drill rig which consists of two (2) major assemblies.
(1) Rotary Drill assembly
(2) Excavator Type Undercarriage.
The training course will cover the following topics:

(1) Safety (2) Operators Controls (3) Undercarriage and Mainframe
(4) Engine-Drive Train- Compressor (5) Dust Control (6) Mast-Rotary Drive-Pipe Rack
(7) Hydraulics (8) Electrical (9) Lubrication-Preventative maintenance
Drill Models
SKT - 30,000LB PULLDOWN/HOIST CAPABILITY
SINGLE AND MULTI - PASS TO 53.0 METERS
SKF - 50,000LB PULLDOWN/HOIST CAPABILITY

SINGLE AND MULTI - PASS TO 53.0 METRES.
SKS - 78,000LB PULLDOWN /HOIST CAPABILITY

SINGLE AND MULTI PASS TO 63.0 METRES
SKSS - 87,000LB PULLDOWN/HOIST CAPABILITY

SINGLE AND MULTIPASS TO 72.0 METRES
© TEREX REEDRILL 2006
2
Safety
Safety
STOP - THINK The first line of defence for your safety is YOU, before
commencing any task or repairs “TAKE 5”. Consider your actions, discuss with
your supervisor and work mates the task about to be undertaken.
NO JOB IS MORE IMPORTANT THAN YOUR SAFETY
PERSONAL PROTECTIVE EQUIPMENT
Remember… properly worn

Personal Protective Equipment (PPE)
can save your life!!
Rather than being seen as an inconvenience,

the wearing of PPE should always be thought
of for what it is, personally protecting you!!!
Personal Danger locks/tags for each individual working on the machine must be
placed on the Battery Isolator prior to commencing any work. The batteries must be
isolated before making repairs or adjustments to the machine.
Isolation Key Switch Personal Danger

Locks Danger Tag
5
Safety
Noise
The SKF drill rig generates high noise while it is in operation. Hearing
protection is mandatory whenever working in the vicinity of the drill
(minimum 30metres)
Electrical Contact
Mines Regulation states no drilling activity can take place within 10 meters
any electrical power-line.
Site rules may stipulate further distances away from power lines
Contaminated Air
Diesel fumes are toxic. Exhaust gases contain carbon monoxide,
a deadly poison, which is colorless and odorless.
Do not run machine in an area without good ventilation.
Compressed air can also be toxic and should never be directly
inhaled.
Danger: Contaminated air will cause severe

injury or death.
Machine Stability
The machine should never be propelled over areas that could
potentially collapse or subside.
If propelling on inclines is required, never travel across grades.
Do not tram the machine with the tower raised over rough or
undulating ground.
Always ensure jacks are lowered onto solid stable ground.
Warning: Unit overturn can cause serious injury

or death.
6
Safety
Moving and rotating parts
The machine should not be operated unless all people are well clear of the
area.
The drill is designed for single person operation and no control should be
activated with another person on the deck or in the vicinity of the machine
unless clear communication methods have been established.
Do not lubricate or service while machine is running.
Warning: Moving parts can cause serious injury or

death.
High Pressure Air or Fluid

The operator must never underestimate the forces exerted by
high-pressure air and fluids. Pressure on hydraulic and pneumatic
systems must be relieved prior to loosening or disconnecting hoses.
Warning: High-pressure air or fluid has the capacity

to cause severe injury or death.
Be sure all safety guards, hand rails and access steps/

ladders are securely in place and in good condition.
Always maintain three-point contact
Be sure all connections in compressed air lines are

coupled and secured, and that hose socks are in place
and secured so as to prevent accidental disconnection.
7
Safety
Ensure all other pre-operation checks have been carried out as per
the section on “Pre-operation checks” before starting / operating the
machine.
Be sure that prior to starting, all controls are in neutral or off

positions, ensure Drill/Propel switch is switched to drill.
Ensure auto feed switch is in off position.
Do not operate the machine without first checking that all

emergency stops are operational and familiarizing yourself
as to their location.
Do not attempt to remove the radiator cap when the engine

is hot or has overheated.
8
Safety
Always check for any personnel around the Drill prior to propelling. If
you are at all unsure, get out of the cabin and visually check.
Do ensure the drill pipes are secure in the carousel before raising or
lowering the mast. Before lowering the mast
Do make sure the carousel is rotated, locked in the non-pipe-loading

center position to ensure pipes are secured so they cannot possibly
slide back and fall out of the carousel. Then swing the carousel in
towards the center of the mast.
Do make sure dust is suppressed whilst drilling using water injection.
Do ensure that any service work on the mast or at heights only be

performed wearing the approved fall arrest equipment.
Operator Cab Vision

Defines the area
captured by closed
circuit cameras (if fitted).
Shaded area defines the

Operators general line of
sight when in the seated
position.
9
Safety
General Locator
OPERATORS CABIN
FIRE SUPPRESSION
ACTUACTOR
E/STOP
FIRE SUPPRESSION EMERGENCY ACCESS

ACTUACTOR LADDER
E/STOP
TRANSDUCER BOX
MAIN ELECTRICAL CABINET
HYD TANK
FIRE SUPPRESSION TANKS ISOLATOR BOX

90 LT QUELL TANK
BATTERY BOX
E/STOP EMERGENCY ACCESS

FIRE SUPPRESSION ACTUACTOR LADDER
E/STOP
FIRE SUPPRESSION
ACTUACTOR
MAST ACCESS LADDER
10
Safety
General Locator
SAFETY LINE
MAST ACCESS LADDER
LIGHTS
FIRE SUPPRESSION TANKS

MAST ACCESS 90 LT QUELL TANK
LADDER
Ross Hoult
LIGHT T ER EX
REED RILL
They seek
him here, they
seek him there...
E/STOP
FIRE SUPPRESSION DUST SKIRT
ACTUATOR FIRE SUPPRESSION
ACTUACTOR
BATTERY BOX
E/STOP
ISOLATOR BOX
11
Safety
Consumables
Drill String - Basic design features and make-up
P I N EN D
R o t ar y H e a d “up”
BECO Thread
API Box
Spindle Thread Spanner Flat
in Spindle
PIN END-
Cushion “up” Drill Pipe Pipe length
A P I T hr e ad (Rod) measured
Sub f ro m
API Box Shoulder to
Thread Shoulder
in Cushion Top Sub
Sub Sub Length
measured
A PI Th r e a d Shoulder to
Shoulder Spanner Flat
Crossover BO X EN D
“down” B OX END
Sub “down”
BECO Thread
to Dr i l l P i pe BECO Thread
to Bit Sub
PIN END
UP
A P I T hre ad
PIN END up
to Bit Sub
B E C O T h r e a d to
Bottom end of
Dr ill P ip e
HALCO
Spanner Flat
Down Hole
Hammer
Bit Sub length
measured from
Bit Sub
Shoulder to
Shoulder PIN END
UP
A PI T h r ea d
BOX END
to Bit Sub
Down
A P I Th r e a d
to Drill Bit Tri-Cone
Drill Bit
12
Operators Controls
Operators Controls
Cab Layout and Controls
1. Auto Lube Controller
Controls auto lube system. Refer to section 7
of this manual for operator's manual.
2. Drill Depth Meter 14
Monitors drilling depth. Refer to section 7 of
this manual for operator's manual.
3. Tram Interlock Light
Light ON, indicates drill pipe is still in hole.
Machine will not tram until pipe is out of hole.
4. Test Switch
Turn switch ON to check filter indicator lights.
5. Filter Indicator Lights
Light ON, indicates that particular filter needs
to be changed. Monitors the following fluid
filters: Loop, Charge, Main Return, Case
Drain, and Compressor Oil Filter.
6. Caterpillar EMS (Electronic Monitoring
14a
System) Panel
An electronic monitoring system that displays
various engine parameters. Each time the
engine is started, the EMS undergoes an automtic self-test. This panel replaces the engine hour meter
(19), engine oil pressure gauge (20), engine tachometer (21), engine coolant temperature gauge (22),
and voltage gauge (25) shown on the previous page. Refer to the instruction manual in section 7 of this
manual.
7. Caterpillar EMS Scroll Switch
Move switch up or down to scroll through menus on EMS panel.
8. Horn Button
Push button to sound horn.
9. Jack Retract Light
Light ON, indicates jacks are fully retracted.
10. Oil Injection Light
Light ON, indicates oil injection pump is running.
11. Compressor Low Oil Pressure Light
Light ON indicates low oil pressure at compressor bearings.
12. Rotary Torque Control
Turn knob clockwise to increase rotary torque.
13. Hydraulic Oil Temperature Gauge
Monitors temperature of oil in hydraulic tank. Oil temperature in tank should not be above 1800 F (820
C) during normal operation.
14. Air Filter Indicators - Shows RED when filter element needs changing. Indicates differential pressure
across filter element.
14a.Remote Pulldown Relief - Controls the pressure to the feed system to increase or decrease the
weight on the drill bit.
Turn control clockwise to increase pressure. Turn control counterclockwise to decrease pressure.
15
Operators Controls
Switch and Lever Control Panel
30. Hydraulically Operated Break-Out Wrench (HOBO) - Swing
The break-out wrench is used to undo tight thread connections. This switch is used to swing the break-
out wrench into or away from the drill pipe.
• Push and hold switch up to swing break-
out wrench out.
• Push and hold switch down to swing
break-out wrench in.
31. Hydraulically Operated Break-Out
Wrench (HOBO) - Clamp
The break-out wrench is used to undo tight
thread connections. This switch is used to
clamp and unclamp the break-out wrench
and to turn the wrench.
• Push and hold switch right to disengage
(open) break-out and unclamp wrench.
• Push and hold switch left to clamp
wrench and engage (close) break-out.
32. Drill Pipe Loader - Interlock
This switch is connected to a proximity switch in the mast. If the pipe rack moves off it's stop inside the
mast the proximity switch will activate and stop the pulldown, rotation, and auto feed. This is to prevent
the rotary head from hitting the pipe rack. When this happens, use the pipe loader swing switch (40) to
swing pipe rack back against stop, then drilling can resume. When adding drill pipe however, you need
to use pulldown and rotation with the pipe loader out. To do this, place the switch in the OVERRIDE
position (towards the UNLOCK symbol). This will allow the rotation and pulldown functions to work
when the pipe loader is out.
33. Drill Stem Thread Lube
• Push and hold switch down to activate grease pump to lubricate drill pipe threads.
34. Air Line Lubricator
• Push switch down to activate lubricator pump to provide lubrication for "In The Hole Hammers"
used on high pressure machines.
35. Water Injection / Dust Collector
This switch is used to engage the water injection or dust collector systems to control drilling dust.
• Push switch up to engage water injection system.
• Push switch down to engage dust collector system.
36. Drill Pipe Support
The drill pipe support is used to support the drill pipe in the center of the mast when using the drill pipe
loader for multiple pass drilling.
• Push and hold switch up to engage drill pipe support.
• Push and hold switch down to disengage drill pipe support.
37. Dust Curtain
Switch is used to raise or lower the dust curtain at the rear of the machine.
• Push and hold switch up to lift dust curtain.
• Push and hold switch down to lower dust curtain.
16
Operators Controls
38. Mast Lock
Switch UNLOCKS or LOCKS mast in the vertical or angle drilling positions.
• Push and hold switch left to unlock (retract) mast pins. Red light comes ON (if equipped).
• Push and hold switch right to lock (engage) mast pins into mast. Green light comes ON (if equipped).
39. Compressor CFM High - Low Switch
In LOW position, compressor output is limited to 1150 CFM. In HIGH position, compressor output is
1350 CFM.
Switch may be mounted to left of switch panel on some machines.
40. Drill Pipe Loader - Swing
This switch is used to swing the drill pipe loader out from and into the center of the mast when adding
and retracting drill pipe and for storing the drill pipe loader when propelling or lowering the mast.
41. Drill Pipe Loader - Rotate
This switch is used to rotate the drill pipe loader left or right to the next position.
• Push and hold switch left to rotate drill pipe loader left.
• Push and hold switch right to rotate drill pipe loader right.
42. Drill Pipe Loader - Lock
This switch is used to lock or unlock the drill pipe loader so the loader can be indexed left or right to the
next position.
• Push and hold switch down to lock pin IN.
• Push and hold switch up to move pin OUT.
43. Drilling Air
Turns the air ON/OFF for drilling procedures.
• Push switch up to turn drilling air ON.
• Push switch down to turn drilling air OFF.
44. Pulldown System (Auto Feed)
The pulldown system switch engages and disengages the pulldown for drilling operations.
• Push switch up to disengage pulldown.
• Push switch down to engage pulldown.
46. Winch
• Push and hold switch up to raise winch hook.
• Push and hold switch down to lower winch hook.
47. Tool (Deck) Wrench
Switch retracts or extends the deck wrench to hold the drill pipe when breaking thread joints or when
multiple pass drilling is required.
• Push and hold switch up to retract tool wrench. Green light comes ON (if equipped).
• Push and hold switch down to engage tool wrench.
48. Drill / Propel Switch
Engages the drill controls or propel system.
• Push switch up to engage the propel system.
• Push switch down to engage the drilling controls.
17
Operators Controls
Light Switches and Circuit Breakers
49. Drill Light Switches
Turns drilling lights on and off.
50. 15 AMP Circuit Breaker - Drill Lights
51. 50 AMP Circuit Breaker - Drill Lights
52. 15 AMP Circuit Breaker - Control Panel
53. 5 AMP Circuit Breaker - 12 Volt Circuit
54. 15 AMP Circuit Breaker - Starter
55. 5 AMP Circuit Breaker - Heater & Drill Lights
56. 50 AMP Circuit Breaker - Main Power
57. 10 AMP Circuit Breaker - Wipers
58. Cab Light Switch
Turns inside cab light on and off.
59. 10 AMP Circuit Breaker - Air Conditioner
60. 15 AMP Circuit Breaker - Heater
61. Heater - A/C Temperature Control
Controls temperature of A/C or heat.
62. OFF - Heat - A/C Switch
Selects OFF, HEAT, or A/C.
63. Fan Switch (3 position)
Selects fan speed, LOW - MEDIUM - HIGH
64. Vent Control
Selects FRESH AIR or RECIRCULATION
18
Operators Controls
Instrument Panel Drill Hour
Meter
Compressor Hydraulic Oil

Discharge Temperature
Temperature
Start
Override
Caterpillar EMS
Fuel Level Scroll Switch
Guage Ignition Key
Caterpillar EMS (Electronic
Monitoring System) Panel Starter
Button
Inlet
EMS Panel Manifold
Fuel Battery
Temperature Voltage
Temperature
Auxiliary
Engine Coolant
Temperature
Temperature
Engine Oil Auxiliary

Pressure Pressure
Fuel Pressure Engine

Derate
Engine
Message Centre
Coolant Level
Parameters
Display Definition
EMS is used to display engine information. The above diagram describes the functions of each gauge and
the LCD display.
On the Main EMS Unit there are ten warning lamps available for system related diagnostics. These diagnostics
can be used for system performance monitoring. They are located on the main EMS unit in two rows of five:
Coolant Temperature - Inlet Manifold Temperature - Fuel Temperature - Battery Voltage - Auxiliary Temperature
Engine Oil Pressure - Fuel Pressure - Coolant Level - Engine Derate - Auxiliary Pressure
Beneath the warning lamps is a digital LCD display to scroll through different engine parameters:
Engine Speed - Percent Engine Load - Fuel Rate - Engine Boost - Battery Voltage - Coolant Temperature
Intake Manifold Temperature - Fuel Temperature - Accessory Temperature - Engine Oil Pressure - Fuel Pressure
(Customer Installed Sensor)
Accessory Pressure - Engine Running Hours
The tachometer and the quad-gauge units will not operate without the main EMS.
19
Operators Controls
System Pressure Guage Panel
Pulldown
Rotation Pressure Guage
Pressure Guage
Hydraulic System
Air Pressure
Pressure Guage
Guage
Rotary Head
Tachometer
Wiggins Service
Center
Fuel
Fill and evacuation points:
● Engine oil Hyd Fill Engine Oil
● Engine coolant
● Hydraulic oil fill
● Hydraulic oil drain
● Fuel Hyd Drain Coolant
Battery Isolation Switch

Enables electrical isolation of the machine.
● Switch must be off when doing any
maintenance on the machine.
● Machine should be isolated if it is going to be
inactive after shutdown for some time.
20
Operators Controls
Drill Movement
Propelling The Machine

Select Propel mode with the Drill/Propel switch, engage right and left track propel levers together slowly
in the required direction of travel. Propel speed is varied by the degree of travel, forwards or backwards of
the propel levers. To propel in a straight line, the propel levers must be operated equally from the neutral
positions.
To turn the machine left or right, one propel lever may be engaged more than the other to make the
machine turn. For very tight turns one propel lever may be engaged to the full forward position and the
opposite lever engaged to the full reverse position.
To stop propelling machine once at destination, move the propel levers back to the neutral position.
CAUTION: Always check blind spots prior to propelling, and if you are at all unsure,
get out of the cabin and visually check.
CAUTION: Propelling the machine across rough/ undulating terrain or across

grades should never be carried out with the mast raised. The mast
must be lowered prior to propelling unless over short distances on
a drill pattern.
CAUTION: Ensure that the drill string is fully clear of any drill hole, the mast is
locked or secure on mast rests, and that leveling jacks are fully raised
prior to propelling.
Lock-outs and protective systems are integrated on the machine should the operator forget to fully
check the configuration of the machine prior to tramming. The operator should not become reliant on
such protective systems and should always check the machine configuration prior to attempting to tram.
Raising And Lowering Jacks

When lowering jacks (leveling the machine):
Level the machine side to side first and then level
the front to back. Always use the front jack control
last to ensure pressure is equalized.
Reverse the procedure for raising jacks.
Left Rear
Front
Right Rear
21
Operators Controls
Raising And Lowering Mast
DANGER: Look up before raising or lowering the mast. Operating near, or coming
in contact with electrical power lines will result in serious personal injury
or death. Be sure all personnel are clear of the machine.
WARNING: Always level the machine before raising or lowering the mast and before
drilling.
Be sure to visually check to see that mast locking pins are fully engaged in the holes in the mast lock
brackets before drilling. Also be sure that the pins are fully retracted before lowering the mast
Raising The Mast:

1. Check for personnel in the vicinity or on the
machine and establish whether the mast will
be clear of electrical power lines by looking up.
2. Ensure that the machine is level.
3. Check the mast for loose drilling tools or parts.
4. Make sure that the drill bit will clear the work
deck area.
5. Raise the mast by engaging the Mast Lever to
the raise position. The mast should start to lift;
Mast Locking Pin
(engaged)
if not, check the auxiliary hydraulic system
pressure gauge to see if any other functions
are engaged.
6. As the mast approaches the vertical position, the mast raising speed will tend to increase, so it will
become necessary to slow the speed to stop the mast from hitting into the base of the machine too hard.
CAUTION: The mast must be brought to rest against the base of the machine as
slowly and gently as practicably possible. Severe mechanical damage
to the mast and supporting structure will result if this practice is not
closely adhered to.
The mast angle may be set from 700 to the vertical depending on drilling
applications.
Once the mast has been set at the desired angle, lock the mast into
position by engaging the Mast Lock Switch.
CAUTION: The mast must be stationary prior to attempting to activate the mast
locking pins. Severe mechanical damage to the mast and supporting
structure will occur if the mast is locked whilst still in motion.
Lowering The Mast:
1. Check that the arc of swing of the mast head is such that it will not come in contact with any structure or
power lines.
2. Check the security of equipment in the mast, remove all tools from the mast and work deck and store all
equipment properly. Check the deck is clear.
22
Operators Controls
3. Retract the drill string from the hole, ensuring that the drill bit will clear the work deck area.
4. Swing the HOBO wrench in to the center of the mast after firstly ensuring that the jaws are open.
5. Rotate (Carousel type pipe loader) the drill pipe loader to the stored position
The drill pipe loader is in the ‘stored’ position when the carousel is rotated, locked in the
non-pipe-loading center position to ensure pipes are secured so they cannot possibly slide
back and fall out of the carousel.
CAUTION: Ensure the Rotary Head is clear of the pipe loader before swinging it in
towards the center of the mast.
6. Unlock and lower the mast controlling the lowering speed with the mast lever, in order that the mast
gently comes to rest on the mast support.
Transient Stability Limits
The numbers contained on this drawing are given only as a guideline and should not be used as a
recommendation for safe operation. Tram stability is very dependent on operator experience, knowledge
and judgement, accordingly, Reedrill is reluctant to commit to actual values.
23
Notes
Undercarriage And Mainframe
Intertrac Undercarriage Modular Power Train
Main Frame Fully Completed

Cabin
Main Frame
The jacks’ casing structures, A-frame / mast pivot and the deck are
integrally welded to the main frame, providing additional torsional
strength and overall stability. The integral positioning of the four (4)
jacks system reduces torsional flexing during drilling operations. The
A-frame / mast pivot design reduces mast deflection while lowering
and raising the mast.
All the above mentioned features assure longer life and less structural
problems than occur on other, comparable equipment available on the
market, and are the base for major overhaul after operational life in
excess of 20,000 hours. ‘A’ Frame
The Engine skid is
mounted in three places
to the mainframe, this is to
allow the skid to flex with
the mainframe.
Engine Skid Mount Cab Mount

27
Jacks and Lifting Capacities
● Standard four jack system on all models
● Individual control on rear jacks
● Front Jacks are a balanced system allowing even distribution of weight
● Less stress on main frame
● Jack Stroke of 48” on SKF-12 Models
Rear Jack Front Jacks (One Control)

(Independent)
Counterbalance Valves Proximity Switch
28
Jack Assembly
Grease should be visibly coating the inner casing when the jack is extended at any length. It is imperative
that the jacks are greased. Grease is supplied to the jacks from the auto-greaser.
Top Mount
Plate
Upper
Pin Adaptors
Proximity
Switch
Inner Outer
Casing Casing
Lower
Pin The jack feet are attached to the jack
assembly by two D-shaped links. One is
Jack welded to the foot, the other is attached to the
Pad assembly. This allows for a more flexible joint
on the foot when jacking on uneven ground.
29
Intertrac Undercarriage
The main frame is attached to the tracks by the crawler frame pivot / track pivot and the equaliser bar.
The main frame pivots on the rear axle, also called the crawler frame pivot or track pivot. A spigot extends
from each side of the main frame and slides into the housing attached to the crawler side frame.
Always ensure that the grease line is attached and the pivot point is getting greased.
Equaliser Bar
Track Frame Track Frame

Pivot
30
Crawler Frame Pivot and Equaliser Bar
Each track is allowed a small amount of independent movement due to the equalizer bar assembly. It is a
three point pivot assembly which connects the two tracks together via a bar which pivots from the middle of
the main frame.
The equalizer outer pivot pins have spherical bearings to pivot on.
Centre Equaliser Crawler Pivot Spherical Equaliser Bar

Bar Pivot Pin Assembly Grease Bearing within And Mount
Pivot Line Equaliser Bar
Final Drive Assembly Front Idler
High strength steel side-frame structures, 3-stage planetary final drives, sprockets, idlers, and *pre-loaded
recoil springs, constitute the other major components of this heavy-duty undercarriage.
Caution: * Do not attempt to remove or replace Front Idler recoil spring from Idler
assembly
31
Track Frame Assembly
Two independent axial piston motors, one per track, assuring individual control of speed and direction.
Each track group is moving on ten (10) sealed, oil flooded lower rollers, and two (2) upper rollers, and has
29.5” (750 mm) wide pads with triple grousers providing good traction and 66% gradeability while tramming
with the mast down. The rollers are protected by full- length rock guards.
Triple Grouser Plates
Propel Motors Upper Support Rock Lower Track

Roller Guards Rollers
Track Adjustments
Correct track adjustment is essential for prolonging the life of the crawler assembly. The correct adjustment
will have 25 - 30 mm sag between a straight edge and the top of the grouser plate, on the section of track
between the final drive and the top carrier roller OR the idler roller and the top carrier roller, or any area that
has 1m of track unsupported.
25-30mm sag
Straight Edge
across Grouser
Plates
32
Track Adjustments
Relief valve. Loosen it only one turn. If the tracks do not loosen off,
move the drill rig forward and backward until the track tension is
released.
DO NOT take the relief valve all the way out.
Final Drive
Case Drain Final Drive

Port Motor
A&B Ports
(Forward and
Reverse)
Brake
Release Port Motor
Mounting
Bolts
33
Final Drive - General Description
The final drive is a 3-stage planetary gear drive which is totally enclosed. The bearings are protected by
special slide ring packings.
It has an internal multi-disc brake which is spring applied and released by hydraulic pressure. The brake is
therefore, maintenance free and no repair work should be done on the brake except by factory authorised
specialists. The brake unit should be exchanged for a complete unit.
Final Drive Assembly

1. Planetary Gear Drive
2. Drive Sprocket
34
Final Drive
Item Qty Description
1 1 O Ring 16 1 Pinion Gear Shaft 32 2 Capscrew
2 1 Housing 17 1 Planetary Carrier (complete) 33 1 O Ring
3 2 Capscrew 18 1 Planetary Carrier 34 1 Hub
4 1 Planetary Carrier (complete) 19 3 Spur Gear 35 3 Seal Ring
5 1 Planetary Carrier 20 3 Pin 36 1 Air Valve
6 1 Washer 21 1 Washer 37 2 Screw Plug
7 5 Spur Gear 22 1 O Ring 38 1 O Ring
8 5 Circlip 23 1 Cover 39 1 O Ring
9 1 Spur Gear 24 12 Capscrew 40 1 Duo Cone Seal
10 1 Planetary Carrier (complete) 25 2 Screw Plug 41 1 Roller Bearing
11 1 Planetary Carrier 26 1 O Ring 42 1 Hub
12 3 Spur Gear 27 1 Flange 43 1 Adjusting Ring
13 1 Washer 28 1 O Ring 44 1 Adjusting Ring
14 3 Circlip 29 1 Claw Clutch 45 1 Adjusting Ring
15 1 Spur Gear 30 6 Capscrew 46 1 Nut
31 1 Hydraulic Motor
35
Final Drive
Item Qty Description Item Qty Description
47 1 Brake Assembly 55 10 Inner Disc
48 1 Cover 56 11 Outer Disc
49 14 Pressure Spring 57 1 Inner Body
50 14 Pressure Spring 58 1 Ball Bearing
51 1 Piston 59 1 Circlip
52 1 Piston Gasket 60 1 Ring
53 1 Piston Gasket 61 1 Circlip
54 1 Outer Body
36
Final Drive
Oil Check / Change
1. Machine must be on level surface. Position final
drive so drain plug is at bottom and fill plug is at
position shown in figure below.
2. Remove fill plug and check oil. Oil should be at
bottom edge of fill plug hole. Check to see that
sealing surface of fill plug is not damaged, and
install plug.
3. Initial oil change is at 200 - 250 hours of
operation.
4. Regular oil change interval is 300 - 2000 hours of operation, but not more Final Drive Position for
than one year. Oil Filling and Draining
5. When changing oil, machine must be on level surface and final drive in 1. Fill Plug
position as shown. Isolate machine as per site requirements. Place a 2. Drain Plug
suitable container under the drain plug. Remove drain plug and fill plug.
6. Check sealing surface of drain and fill plug and replace if necessary. Install
drain plug and fill with correct oil type to bottom of fill plug hole. Install fill
plug. Refer to recommended oil list on following page.
Towing The Machine
1. Be sure machine is secured from movement before gear drive is disconnected, via tow bar attached to
towing vehicle or by blocking tracks. When drive is disconnected the brakes are non- functional.
2. Remove the two capscrews (30) from the Claw Clutch (29). Install the screws into the two threaded holes
in the Claw Clutch and screw in all the way. This will disengage the internal splines of the cover from the
pinion gear shaft (16). Repeat on other side. Machine is now ready to tow. Do not exceed normal tram
speed of machine when towing.
3. After towing, but before disconnecting from tow vehicle, replace capscrews (30) to their normal position
on each track, so the pinion gear shaft is again connected to the cover.
Caution: Do not exceed normal tram speeds when towing machine.
M10 x 25 Cap Screws
Vacant
Threaded
Holes
Disengage
Plate
Cap Screws
37
Notes
Engine
Drive Train
Compressor
Engine - Drive Train - Compressor
Power Train COMPRESSOR
The Power train for the SKF12 consists of four main components:
1350 CFM
• Turbo charged and after cooled Caterpillar 3412E engine 350PSI
producing 800hp at 2100rpm, with an electronically controlled COMPRESSOR
fuel system, “CENTAMAX”
COUPLING
• Sullair 1350cfm compressor producing 350psi service air
pressure. The compressor is driven through a Centamax
coupling from the rear of the engine.
ENGINE
• Pump drive gearbox, driven through a Centaflex coupling from 800HP
the front of the engine.
• Hydraulic pumps driven through the output of the pump drive
box. PUMP DRIVE
“CENTAFLEX”
COUPLING
P UMP D RIVE
Caterpillar V12 Engine Servicing PUMPS

The Caterpillar 3412E engines take 68 litres of engine oil in the engine motor. The engine oil level must
be checked at the beginning of every shift.
The engine has 2 Oil filters which need to be changed regularly along with two Air cleaning filters, and
two Engine breathers. For servicing and maintenance schedules see Topic 10.
NOTE: Engine oil level MUST be checked at the beginning of each shift on the dip stick.
Engine Oil
Fill Point
Engine
Engine Oil Fuel
Filters Filters
Engine Oil
Dip Stick
41
Caterpillar 3412E Engine - 800Hp @ 2100rpm
(see Cat 3412E Manual)
The engine is protected by the sensors and switches which are connected to the engine ECM which will
shut the engine down if a fault occurs. The Faults are displayed by a red light in the operator cab which
flashes a code to indicate which fault has occurred.
Engine temperature sender

This reads the engine temperature and is connected to the gauge on the dash. It is totally separate to the
shutdown circuit.
Oil pressure sender

This measures engine oil pressure. This sender provides a reading of the engine oil pressure to the gauge
in the cab. The sender has no visual or audible alarm and is totally separate to the shutdown circuit.
Engine hour meter pressure switch

When the engine is started this switch will turn the hour meter on. This does not read any critical engine
conditions that will shut the engine down.
Air Cleaner Assembly

Intake air to both the Compressor and the Engine passes through the air cleaner assemblies. These
assemblies consist of an inner and an outer disposable filter, the assembly body and a cup or pre-cleaner
dust hopper at the base of the air cleaner assembly. Both the inner and outer filters must be replaced
regularly. The dust hopper at the base of the unit needs to be emptied at the beginning of every
shift.
Main Air-Filter
Compartment
Inner and Outer Air Filters

- Inspect seals and rubbers
when replacing filters
Pre-Cleaner
Compartment
Pre-Cleaner dust
hoppers require
emptying each shift
42
Air Cleaner Assembly
To maximise Engine service life, it is imperative that regular inspection of air intake ducting, sealing hump
hoses and the tightness of all seal clamps be carried out.
Damaged hump hoses or loose clamps “WILL” result in unfiltered contaminated air being drawn
directly into the engine or compressor with catastrophic consequences.
Air cleaner servicing must include:
• an inspection of the air transfer ducts between the engine air cleaner and the engine, and the
compressor air cleaner and the compressor,
• ensuring the air cleaner mounting bolts and clamps are tight, and that the assembly is held securely,
• ensuring gaskets have not been damaged
• ensuring there is no dents or damage to the assembly which could cause leaks
• ensuring the filter elements are not dented or damaged
• ensuring pre-cleaner tubes are not plugged or blocked with dirt
NOTE: See Topic 10 for service scheduling
Centaflex Driveline
The SKF-12 uses a Centaflex universal joint shaft or driveline. The Centaflex universal joint shaft are very
versatile, very flexible, free of backlash and wear couplings. They dampen noise, torsional vibration and
shocks.
The drive shaft assembly consists of four main components:
1) two steel adaptor flanges and one spacer ring,
2) two machining steel centering flanges and are
assembled with texter bearings centering the
middle part,
3) the pre stressed polygon shaped rubber element
which is made of die cast aluminium parts,
vulcanised into high quality rubber, assembled
with self securing screws to the tube and flange
parts. The self securing screws or bolts already
have an adhesive compound on them (the blue
line). If the bolts need to be removed and put back
in, a loctite securing compound can be used but
NO LOCTITE CAN BE ALLOWED TO TOUCH THE RUBBER. This is imperative, because the loctite
will cause the rubber to break down and WILL cause component failure. It is also imperative that the
correct torque is reached when tightening these bolts. Due to a lack of access this may be difficult but
THE CORRECT TORQUE MUST BE ACHIEVED REGARDLESS.
4) a steel centre tube assembled with tube hubs. The centre tube assembly can be moved radially
without displacing the coupled machines.
43
Pump Box Drive Line
NOTE: If using loctite on the bolts NO LOCTITE CAN BE ALLOWED TO TOUCH THE RUBBER.
This is imperative, because the loctite will cause the rubber to breakdown and WILL cause
component failure.
NOTE: Although it may be difficult due to lack of access, it is imperative that the CORRECT
TORQUE is reached when tightening the bolts.
594 face to face of existing 1600 series flanges
Bolts to be tightened to 500Nm - 370ft/lbs
It is important that the correct alignment

is achieved to prevent bearing failure
Flex Drive Coupling (ref. 426819)

1. Outer Plate (2) 6. Tube
2. Inner Plate (2) 7. Axial Socket Head Capscrew, M20 x 75 (4)
3. Flexible Flange 8. Flexible Flange
4. Sleeve (4) 9. Radial Socket Head Capscrew, M20 x 65 (4)
5. Axial Socket Head Capscrew, M20 x 100 (4)
44
Pump Drive Box
The Pump drive box in the SFK12 have a center input shaft and
are 1-1 ratio. All the bearings are C3 ball bearings, and being C3
they have greater clearances. The bearing inner race is a press fit
onto the gear shaft, the outer race is a sliding fit into the housing.
DO NOT LOCTITE THE OUTER RACE OF THE BEARING IN.
They are designed and must be a clearance fit. The outer race
Breather
must be allowed to float. Once in operation the outer race will
expand from the heat to fit the housing perfectly.
The Pump drive box takes 7 litres of 85/140 gear oil (see Topic 10
for the servicing and maintenance scheduling). In harsh operating
conditions it is advisable to change the Pump Drive oil @ 250hrs.
Being a centre input funk box, the output and input bearings
should last equally as long. Providing that proper service and
maintenance is continually upheld, bearing life should be around
10,000 hrs. The Pump drive box oil level MUST be checked at Dipstick
the beginning of every shift. This is checked on the dipstick and
topped up as required. The Pump drive box must be vented to
atmosphere to prevent pressure build up, ensure the breather is
clear and clean, check each 250hr service. For further information Centre
on removal, replacement and repair for the funk box, see the Input Shaft
service Manual Topic 5.
NOTE: If Pump Drive box is ever removed, it is critical that
when re-installed the Centaflex driveline is aligned
correctly prior to final tightening of Pump Drive
mount bolts.
Input Assembly Three output drives from

“Driven From Engine” the Pump Drive Box
45
Pump Layout
Water Injection
Pump
L/H Charge
Pump
R/H Charge
Pump
Auxiliary
Pump + Fan
Motor Pump
Left Tram
Rotation
Right Tram Pump
Pulldown Pump
Left Tram/
Rotation
Pump
Right Tram/
Pulldown
Provides charge Pump
pressure for
the left tram/
rotation
Rear half of the Front half of the double

double pump is for pump provides teh charge
the dust collector and pressure for the right ram/
the water injection pulldown pump
46
Sullair Compressor And Controls
1350cfm Volume @ 350psi Compression Service Air Pressure
Compressor Drive Coupling

The compressor is driven off the rear of the engine via a
Tensional Drive Coupling. The coupling consists of a rubber
element, a flange and taper-lock bush.
Visual inspection of the coupling can be viewed through an
opening in the Bell Housing adaptor plate. The coupling is
to be inspected/viewed each scheduled service interval,
with attention to signs of any movement of the coupling
on the shaft, also any signs or fatigue or failure of the
rubber element. Usually no other service is required other
than replacement of the rubber element when it is worn
out. Service life of the element is 5000hrs under normal
operating conditions.
NOTE: 1. Contact with oil on the rubber element will
significantly reduce the service life of the
element.
2. Shutting the engine down with the
compressor in high of run modes will decrease
the coupling services life.
47
Sullair Compressor Drive Flywheel Housing
To align Compressor to Engine, Shim

compressor so as when,
F l yw h e e l
1) the top of the two housings touch
together, and C e n ta m a x
2) the compressor is bolted down Coupling
tight, then
3) ensure there is equal distance on C o m pre s sor
both sides of the housings and Drive �haft
4) 0.002” gap between the two
housings at the bottom. Taper lock
5) Mounting bolts can then be D r i ve adaptor
tightened symmetrically around Ad a pt o r bush
bell housing. Plate
C o m pre s sor
H o u si n g
Compressor And Controls

In order to provide compressed air to the drill bit and for auxiliary air to operate other functions, the SKF12
is fitted with a dual-stage, high pressure, positive-displacement, oil flooded-lubricated type air compressor
located behind the engine. The compressor operates in association with the separator / receiver tank to
provide compressed air at 1350 cfm. The compressor provides high pressure at 350 psi and low pressure at
210 psi.
Low Stage Of Interatage
Compressor Temperature Switch
2500F - 1210C
Interstage
High Stage Of
Compressor
48
Compressor And Controls
Air compressor
The compressor consists of two sets of rotors. A male and female rotor for the low pressure stage and a
set for the high pressure stage. As the rotors turn, air is drawn into the low pressure first stage from the air
inlet. At this this stage the air is compressed and discharged into the high pressure second stage of the
compressor, via the interstage tube. The air is again compressed to obtain a higher pressure, before being
discharged into the receiver tank via the discharge hose.
Upon start up and during operation, compressor oil is injected into both stages of the compressor unit from
the separator tank, and is mixed directly with the compressing air. Oil is actually pushed from the separator
tank by air pressure to the compressor, therefore in order to provide oil to the compressor, there must
be air pressure.
1 Compression Cycle 2
Discharge Suction
Rotors Mesh Sealing Rotation Reduces Size of

Compression Chamber Compression Chamber
3 4
Continued Reduction of Compression Chamber

Compression Chamber Discharged Into Receiver
Compressor Oil
The oil has three main functions:
1) The oil acts as a coolant by controlling the rise of air temperatures normally associated with the heat of
compression.
2) The oil acts as a lubricating film between the rotors, allowing one rotor to directly drive the other rotor,
which acts as an idler. The oil also lubricates the rotor bearings.
3) The oil seals the leakage path between the two rotors, allowing the air to compress. Oil cannot be
compressed, therefore as the air and oil pass through the rotors the air is compressed. This compressed
air mixed with droplets of oil, is pushed into the receiver tank However the compressed air cannot be used
until the oil has been separated out of it. This separation occurs in the receiver tank, (see separator tank).
The compressed air / oil mixture passes from the compressor to the receiver tank via the discharge hose.
When measuring the temperature of the compressor, there will always be a rise in temperature from the
inlet end of the compressor to the outlet end due to the rising air temperature of the compressing air. If the
outlet end is hotter compared to the inlet end, it would indicate that the bearings at the outlet end are failing.
49
Two Stage High Pressure Compressor
Intake (from Air Filters)
Low Stage
(Mounted on
its side)
Interstage
High Stage
Discharge
Underside of compressor
(To Receiver Tank)
Compressor Discharge
The air/fluid mixture leaving the compressor unit overcomes a spring loaded piston in the discharge check
valve, and flows into the separator/receiver tank. On shutdown, back pressure will force the piston closed,
restricting flow back into the compressor unit. If the piston does not fully close off the compressor discharge
port on shutdown, back pressure will force the rotors to turn in the opposite direction of rotation, forcing air
and oil out of the compressor unit and wet the Inlet air filters.
Compressor Shutdown Compressor Running

Closed Open
50
Compressor Discharge
The discharge hose assembly is a dual line design which joins to a (two into one) manifold at both ends. At
the compressor the manifold is bolted by means of a 3” Code 61-SAE flange, and at the Receiver tank by
an 8 Bolt steel flange. The discharge hose transfers the compressed air / oil mixture from the compressor
to the separator tank.
Discharge Temp Sender Discharge Receiver Tank

Check Valve Cab Gauge Temp Shutdown end of Discharge
(2650F - 1300C)
Compressor Discharge Temperature Gauge and Senders
There are two temperature senders located at the compressor discharge which monitor the temperature of
the air/oil mix leaving the compressor. One sender is connected to the gauge located in the operators cab,
the other is connected to a gauge positioned on the compressor near the control regulators.
The discharge temperature switch will shut the machine down if the discharge temperature reaches 1300C
(2650F)
Inter-stage Temperature Switch

Temperature switch fitted to the Inter-stage, will shut the machine down if the switch opens - 1210C (2500F).
Inter-stage Temp
Temp Guages
Switch 1210C (2500F)
51
Compressor Receiver Tank
Separator / receiver tank - This is a sump for the compressor oil and a reservoir for the compressed air.
The air / oil mixture is also separated within the tank. The primary separation occurs when the mixture
enters the tank. The air / oil mix is directed towards the tank wall, which it hits, allowing the air velocity to
slow and the oil to separate from the air and fall to the bottom of the tank. The air remains within the tank,
with just a small amount of oil mist mixed with it. Once the main air discharge is opened, the air will pass
up and through the inside of the separator element to the outside, which separates the remaining oil mist
from the compressed air before being discharged down the air line. Therefore the separator element is only
really a secondary form of separation.
The outside of the element is referred to as the ‘dry-side’, whereas the inside of the element is referred to
as the ‘wet-side’. The separated oil passes back through the circuit to the compressor via the thermal valve,
cooler pack and the main filter.
Warning: Whenever the separator filter/element is replaced there must always be a

staple in the gasket of the top cover. This is to provide an earth in order
to prevent static electricity building up, and causing the compressed oil/
air mixture igniting. The gasket comes with the staple in it.
For further information on servicing of the Separator Element and oil see Topic 10.
Staple in Gasket
DO NOT REMOVE!
Outside of Element “Dry Side”

Oil separated/ filtered out of
Air ready for use
52
Compressor
Scavenge line - as air/oil passes through the separator element, not all the oil will remain in the element.
Some oil will pass through to the dry side of the element and settle. This needs to be drained off to the
compressor other wise it will pass down through the service line or out the blowdown valve during the
unload mode.
This oil is removed by the scavenge line which is a 1/4” hose that runs from receiver through a sight glass
and a strainer before going back to the compressor low stage discharge. Before entering the compressor
the air/oil goes through an orifice (0.093”).
Separator fluid return line sight glass - used to observe the flow of air/oil from the dry side of the
separator to the compressor via the scavenger line. There will only be flow when the compressor is running
at full load. Fluid flow should be visible in this sight glass. Daily inspection of the sight glass while the
compressor is running, provides an indication of the separator elements condition. There should always be
a small flow of oil through the sight glass, approximately a 1/3 full. A sluggish flow at full load indicates a
need to clean the fluid return line strainer and/or orifice. Full flow indicates that the element is on its way
out.
Return line strainer - This strainer is located in the fluid/oil return line (scavenger line) and is to catch
particles flowing through to the compressor. It must be inspected for particles and cleaned every service.
Particles in the strainer could indicate element failure.
Line
Strainer
Scavenger Line
Sight Glass
Scavenger Line
Scavenger line returns

to compressor through
an orifice (0.093”)
The purpose of the Scavenge line orifice is twofold, one is to restrict or reduce the likelihood of air pressure
from the Receiver tank, on shut-down, passing through the compressor, forming a oil mist that can be
pushed through the Inlet into the Air Filters. The other reason is to, whilst running, minimise the volume of
air being recirculated from the receiver tank to the compressor and having to be re-compressed.
53
Compressor
Minimum pressure / check valve
This is a (100 psi) check valve. Pilot pressure from the gear
case is directed into the spring chamber of the check valve.
This pilot pressure is additive to the normal check valve
setting (100psi) and will increase the setting of the check valve
accordingly “approx” 70-80psi, to have a total check valve
setting of 180psi.
The pilot pressure is supplied from the gear case.
NOTE: When working down stream from the minimum
valve, pressure may be trapped between the
minimum valve and the main air valve. It is
therefore necessary to manually vent this pressure by disconnecting the hydraulic cylinder
from the main air ball valve, and operating the ball valve manually, venting the air out
through the drill string.
Minimum pressure valve

The purpose of the check valve is to maintain the minimum of 180 psi in the compressor receiver when the
main air valve is opened, which causes a sudden drop in receiver pressure. This prevents the receiver from
discharging all its air down the service air line before the compressor has a chance to re-pressurise the
receiver. Without the minimum pressure valve the sudden pressure drop and re-pressurisation between the
wet and dry side of the element would cause the element to fail.
NOTE: If the Piston O-ring fails, full tank pressure will escape into the pilot hose. This pressure
will reach the compressor gear case so the O-ring must be checked each 1000hr service.
Piston
O-ring
54
Compressor
Thermal By-pass Valve
The compressor oil passes from the separator tank, up through the spear in the receiver tank, and through
the thermal by-pass valve before passing through the filter to the compressor. Once oil temperature has
reached 99°C (210°F), the thermostat shifts and allows oil flow into the oil coolers before passing through
the filter and onto the compressor.
The thermal valve is designed to maintain operating temperature, and is used for fast warm-up at start-up
and to eliminate condensation during operation
The thermal valve porting is clearly marked on the valve. The port labelling has been cast into the valve
housing itself.
A quick test to ensure that the thermal valve is working properly once the compressor is running at operator
temperature, is by measuring the temperature of the four hoses which run from the thermal valve. The
hose from the compressor receiver tank and the hose to the cooler should be the same temperature. The
hose from the cooler and the hose to the compressor oil filter should also be the same temperature but
approximately 15°C cooler than the the other two.
SULLAIR COMPRESSOR
Compressor oil thermostat or thermal by-pass valve. All ports are clearly labeled with their porting cast into
housing.
From
From the Receiver Tank
Compressor
oil cooler
To the
Compressor
oil cooler
Thermal To Compressor
By-pass Valve unit via main
oil filter
From Receiver
As Oil Temp Rises “Expanding Tank
Wax” forces Valve to open
Redirecting oil path to Cooler
Test Port to
Cooler
From Cooler and to
Compressor are a
Test Port
common gallery To Cooler
Gallery from Cooler
Internal Check Valve

(25psi) protects system if
From Cooler Cooler becomes blocked
55
Compressor Oil Filter
Filter located on compressor cooler R/H front of machine. Blocked filter indicator will pop up red if the
element needs changing.
NOTE: If the filter bowl is leaking, then the O-ring needs to be changed. Flogging up the tabbed
locking nut will not stop the leak.
When a filter element is

changed, it is important
to check that all four (4)
Bypass check valves are
in place. This is done by By-pass
looking up into the Filter Check Valve
head from the underneath
side once the filter bowl
and element have been Filter
Restriction
removed. Inspect/check all
Sender
four (4) by-pass valves in
housing for cracks, chips
or damage. There must be
a by-pass check in all four
(4) ports, if missing and the
port is open then there will Tabbed Nut
‘O’ Ring
be no filtration occurring of
the compressor fluid.
Underside view of Filter

housing showing the four
(4) Bypass check valves
in position. It is imperative
that at each filter change
the Bypass valves are
checked for condition.
By-pass Check Valves (4)

56
Compressor
Manifold Oil Stop Valve
Low
Stage
High This is where Poppet Pilot line High Lubrication Interstage

Stage scavenger line Inlet Valve from high Stage Lines
returns pressure
Interstage
discharge
The function of the Oil Stop valve is to prevent oil, at shut-down, from being forced by the accumulated
air pressure back through the Compressor and Inlet valve into the Air Intake. The valve is normally
closed and is piloted open at Start-up by pressure generated at the discharge of the Compressor, this in
turn means that at Shut-down when pressure ceases to be generated at the compressor discharge, the
Oil Stop valve will close, stopping oil flow back through the unit. When running, compressor oil flows from
the discharge, into the receiver tank, through the cooler and oil filter then back through the Oil Stop valve.
Once through the valve, oil is distributed through a manifold and onto the compressor to lubricate its various
parts, such as the rotors and bearings. Therefore in order to provide the oil needed for lubrication, air
pressure is needed.
Pilot oil also supplies pressure

to close Shutdown blowdown
Oil Stop Valve
Oil from Discharge -

Cooler - Filter returning
inot Compressor
Pilot Pressure from OIL DISTRIBUTION MANIFOLD

Discharge opens Allows oil to be directed to
Oil Stop Valve critical lubrication points
57
Compressor Oil Circuit - 1350cfm @ 350psi
Bit -Air
Pressure Gauge (Start-up Running “COLD” - below 900C - 2100F)
Main Air Header Service Air Valve

Muffler
Shutdown Orifice Running

Blowdown )( (.187”) Blowdown
Air N.C.
N.O.
Filter
Orifice
.020”
Min
Inl et Val ve
Pres
Lubrication
Valve
Line
Oil
Orifice .109” Sight Glass Separator
Strainer Element
Scavenge
Line
Orifice .093”
Fil l
Oil Tube
Oil Stop Point
Valve Air Receiver
Oil
Distribution O i l L e v el Si g ht
Manifold Discharge Glasses Compressor
Check Valve
Oil Filter
Compressor Oil Circuit - 1350cfm @ 350psi

Bit -Air
Pressure Gauge (Start-up Running “HOT” - above 900C - 2100F)

Muffler

Blowdown )( (.187”) Blowdown
Air N.C.
N.O.
Filter
Orifice
.020”
Min
Inl et Val ve
Pres
Lubrication
Valve
Line
Oil
Strainer Element
Scavenge
Line
Orifice .093”
Fil l
Oil Tube
Oil Stop Point
Valve Air Receiver
Oil
Check Valve
Oil Filter
58
Bit -Air Compressor Oil Circuit - 1350cfm @ 350psi
Pressure Gauge Shut-Down Venting System

Muffler

Blowdown (.187”) Blowdown
Air N.C.
N.O.
Filter
Orifice
.020”
Mi n
Inl et Val ve
Pres
Lubrication
Valve
Line
Oil
Strainer Element
Scavenge
Line
Orifice .093”
Fil l
Oil Tube
Oil Stop Point
Valve Air Receiver
Oil
Check Valve
Oil Filter
Compressor - Inlet (Poppet) Valve
This valve controls the air flow form the air cleaners into the compressor, it is controlled by the pilot
regulator and system regulator. It is located on the side of the compressor.
Filtered air is drawn into the

Compressor when required.
Air flow is controlled by the
Inlet Valve, via regulation. Port 1 Port 3
Port 2
59
Compressor Inlet Valve
The spring chamber is filled with oil to;
1) lubricate the O-ring,
2) dampen spring vibration,
3) to provide a non-compressing medium. This creates quicker response times and prevents the
compressor over-pressurising the receiver.
Oil Injection
F ro m O i l
Orifice Manifold
(0.562”)
Port 1
Piston
Intake air
from Main Spring
Air Filters Poppet
plate
Port 2
Poppet
Plate spring O ri f i c e
.093”
Port 3
O r i fi ce
To Compressor .109”
The Inlet valve Poppet plate has an orifice/hole (0.562” - 9/16”) through it, this allows a small amount of
air to be drawn into the compressor even when the Inlet valve is closed. This is to prevent the Rotors from
“Rotor Rattle” which can occur when the compressor is in a pressurised unloaded state (a type of vacuum
state). By always being able to draw a small amount of air into the compressor, the rotorsare constantly but
slightly loaded.
Orifice .093” serves to prevent a ‘pressure lock” from occurring on both sides of the chamber piston in
certain modes, this could prevent the piston from moving. Orifice .093” exhausts continually from the dry
side of the piston when pressure is present.
The Poppet plate spring works in conjunction with the Piston chamber
spring and serves to hold the Poppet plate closed. This is particularly
relevant on shut down when there is still residual pressure in the system
working against the main piston spring. The poppet plate slides on the
main valve shaft which in turn is connected to the piston, so when the
piston and the valve shaft are in the “open” or “loaded” position, it is the
poppet plate spring that is trying to close the poppet plate. But due to the
compressors suction, the poppet plate spring is easily compressed and
the valve opens to load, until that is the compressor is shut down, then the
poppet plate spring will immediately close the valve.
With pressure always present at Port 2 when the compressor is in the Run
position, the Main Spring in conjunction with pressure at Port 1 controls the
Poppet Plate/ Inlet Valve to unload or modulate the compressor.
60
1350/350 Regulators
Control Regulator
Air supply via 50psi at Poppet
Water Separator Port 2
High Pressure
Low Pressure Regulator 350psi
Regulator 200psi
The water separator removes moisture Reducing
from the air supply to the regulators. Regulator 80psi
at Poppet Port 2
Relieving Regulator
This Relieving or Back pressure regulator is used for controlling the High and Low, compressor circuit
modes. This regulator is Normally closed N/C (Fig 1) and its function is to “Relieve or Bleed off” as the
incoming supply air pressure approaches the mechanical spring setting of the valve. This means that, as
the increasing air pressure entering the valve becomes great enough to “crack” the valve seat open (Fig
3), the valve will start and the continue to allow air to pass through at a pressure directly relative to the
pressure being supplied into the valve (Fig 4). Example: The more air pressure supplied into the valve, the
more the valve opens to relieve. This occurs until the spring tension cannot compressed any further.
Fig 1 Fig 2 Fig 3 Fig 4
61
If the Regulator requires a

repair kit to be installed, is
imperative the the Valve seat is
fitted straight/square into the
valve body
The Valve seat can physically
be installed upside down, it is
the completely flat side of the
seat that faces the valve body
(The opposite side of the
Valve seat is grooved)
Reducing Regulator
The Reducing Regulator is normally open and will maintain the same pressure through the valve (Fig 1 &
2) until such time as the pressure becomes high enough to overcome the spring setting (Fig 3). Once this
setting is reached the valve will begin to close and modulate to maintain a constant pressure downstream
(Fig 4).
Fig 1 Fig 2 Fig 3 Fig 4
OUT INLET
62
Compressor Blowdown Valves
Running
Blowdown
Valve
System
Blowdown
Valve
System Blow down valve (N.O.) - this is a 2-way

normally opened (N.O.) valve that is piloted closed from
the same pilot line that opens the oil stop valve. When
the compressor firsts starts up the system blowdown
is piloted closed which allows the receiver to build up
pressure. When the compressor is shut down the valve
opens and vents any remaining receiver pressure.
The system blowdown valve will stay open until the
compressor starts up again.
63
Compressor Blowdown Valves
Running Blowdown valve (N.C.) - this is a 2-way normally closed (N.C.) valve that vents excess Receiver
tank pressure to atmosphere when Receiver tank pressure exceeds the set unload pressure during
unloaded operation. Pilot pressure to control the Running blowdown valve is governed by the system
pressure regulators, so this means that should the Relief valve on the Receiver tank open and vent
off excess receiver pressure then the following checks need to be carried out to determine if infact the
Running Blowdown is faulty. Check that the system regulators (High - Low) are functional by confirming
that pressure is presentat Port 1 at the Inlet Valve (80 psi). Then check that Pilot regulator is functional,
by checking the pressure is correct at Port 2 of the Inlet valve (50 psi).
If the valve fails to vent at all, check:
• Gland has not unscrewed
• Cup seal is clean and in good condition (not by-passing) through Tell-Tale vent
If the Blowdown Valve is dismantled, check for the following
1) The gland nut is tight
2) The O-ring is OK on the poppet assembly
(check body surface)
3) The spring is not broken Cup
Seal
4) The Cup seal is OK
Gland
Tell-Tale
vent
O’ring
Spring
2
Valve Piloted Open
4
3
64
Compressor Air Circuits - 1350cfm @ 350psi
NOTE
The following Air Circuits are to demonstrate the subtle differences that occur in the different compressor
modes as well as the changes that happen to the system dependant on the type of Drilling being carried
out. For instance, using a Down Hole Hammer that is consuming all of the air that the compressor is
producing will see different actions from the regulation and componentry, than a Down Hole Hammer that
cannot use all of the air being generated. Rotary drilling circuit conditions differ from Hammer drilling circuit
conditions, as does a simple change like reducing nozzle sizes in the Tri Cone drill bit when Rotary drilling.
With this in mind, troubleshooting faults and failures that may occur with the compressor system need to be
investigated based on exactly what the entire system is trying to achieve to satisfy the requirements of the
type of drilling undertaken.
The system can and will change continuously to try and accommodate what is or isn’t happening to the
usage of the compressed air, some pressure settings can only be accurately checked whilst the circuit is in
a particular “Phase or mode” or changing from one mode to another. The pressure settings indicated are for
the most part an approximate figure and should be regarded as such, as there are numerous influences on
the system that slightly alter the pressure settings.
It should be remembered that seemingly minor changes to things like replacing a damaged or failed hose
with a replacement hose that is a metre longer or a different diameter could have a significant affect on the
control of the system. The relationship between the pressure settings of the Ports 1 and 2 at the Inlet Valve
is extremely important, adjustments to the setting of either Ports individually can result in reduced output
the compressor unit or worse premature component failure.
Regulator Setup
1. On start-up ensure Lo/High mode switch is on Low
2. Run/ Start selector is in start mode
3. Start machine and warm up.
4. Adjust Run/Start Pilot Regulator to 65psi (Measure at Regulator).
5. Adjust Low pressure Regulator to hold 150psi (Run/Start off).
6. Switch compressor to run mode.
7. Adjust Run/Start Pilot Regulator to achieve 50psi at Port 2 on the Inlet Valve
8. Switch to High mode and adjust High Regulator to hold 350psi.
9. Switch back to Low mode, adjust 80psi Reducing Regulator to 80psi whilst blowing down to Low
pressure (Measure at Port 1 at Inlet Valve)
10. Set in Low mode, turn flushing air on. Check that no air is exhausting from vent on Low pressure
regulator, increase slightly if exhausting
11. Turn air off, check pressure, should be 200-210psi (Low mode)
65
Compressor Air Circuit - 1350cfm @ 350psi
B i t -A i r
Pressure (Shut Down - High / Low Volume Option)
Gauge

Muffler
Water
Discharge
Separator
Temp Guage Reducing (Pilot)
Air Check Regulators
Valve Orifice
Filter (.187”)
Guage Test
Points
Check
Drain Shutdown
Inlet Valves
Valve Blowdown
Valve Orifice High-Low
High N.O. Running
Orifice (.020”) Selector Valve
Low
66
0.5625” Blowdown
Relieving N.C.
INLET Regulators
Fully Closed Min Thread
Run-Start Pres Greaser
Orifice (0.093”)
Selector Oil
Orifice Valve Central
Valve Separator
(.109”) Lube
Element Reducing
Butterfly Sight Glass Regulator Hammer
Valve High / Low (Auxiliary) Oiler
Selector
Orifice (.093”) Solenoid Strainer Safety Relief Valve 400psi
Scavenge Fill
Oil Stop Line Point
Valve
Air Receiver
Oil Level Sight Glass
Oil Distribution
Manifold
Discharge Check Valve
B i t -A i r
Pressure
Start-Up (System Pressure Below L.P. Regulator Setting)
Gauge

Muffler
0psi
Water
Discharge
Separator
Air Check Regulators Orifice
Valve (.187”)
Filter
Guage Test
0psi
Points
Check
Drain Shutdown
Inlet >150psi Valves
Valve Blowdown
Valve Orifice High / Low N.O.
High Running
(.020”)
67
Orifice Selector Valve Low Blowdown
0.5625” N.C.
Relieving
Regulators
INLET
Partially Open 0psi 100psi Thread
Min
Orifice (0.093”) Selector Oil
Orifice Valve Separator Central
(.109”) Valve
Element Reducing Lube
Volume
Fill
Oil Stop Scavenge
Point
Valve Line Air Receiver
Oil Distribution
Manifold
B i t -A i r
Pressure
Start-Up (Low Mode)
Gauge

Muffler
80psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
50psi Points
Check
Drain Shutdown
Inlet 150psi Valves
Valve Blowdown
High Running
(.020”)
68
0.5625” N.C.
Relieving
Regulators
INLET
Fully Closed 0psi 100psi Thread
Min
Run-Start Greaser
Orifice (0.093”) Pres Oil

Orifice Selector Central
Valve Separator
(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
Pressure
Run Unloaded (Low Mode)
Gauge

Muffler
55psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
50psi Points
Check
Drain Shutdown
Inlet 200psi Valves
Valve Blowdown
High Running
69
Orifice (.020”) Selector Valve Low Blowdown
0.5625” N.C.
Relieving
Regulators
INLET
Min
(.109”) Valve
Volume
Orifice (.093”) Solenoid
Strainer Safety Relief Valve 400psi
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
Pressure
Run - Loading Between Low Mode and High Mode
Gauge

Muffler
0psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
0psi Points
Check
Drain Shutdown
Inlet <350psi Valves
Valve Blowdown
High Running
70
0.5625” N.C.
Relieving
Regulators
INLET
Fully Open 50psi 100psi Thread
Min

(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
Pressure
Run Unloaded (High Mode)
Gauge

Muffler
55psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
50psi Points
Check
Drain Shutdown
Inlet 350psi Valves
Valve Blowdown
High Running
71
0.5625” N.C.
Relieving
Regulators
INLET
Min
(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
60psi Pressure
Low Mode Rotary Drilling
Gauge

Muffler
0psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
0psi Points
Check
Drain Shutdown
Inlet 190psi Valves
Valve Blowdown
High Running
72
0.5625” N.C.
Relieving
Regulators
INLET
Min

(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
310psi Pressure
Hammer (High Air Consumption) Drilling
Gauge

Muffler
0psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
0psi Points
Check
Drain Shutdown
Inlet Approx 320psi Valves
Valve Blowdown
High Running
73
0.5625” N.C.
Relieving
Regulators
INLET
Min
(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
340psi Pressure
Hammer (Low Air Consumption Models) Drilling - “HP Reg Cracked”
Gauge

Muffler
Approx 25psi
Water
Discharge
Separator
Valve (.187”)
Filter
Approx Guage Test
20psi Points
Check
Drain Shutdown
Inlet 350psi Valves
Valve Blowdown
High Running
74
0.5625” N.C.
Relieving
Regulators
Modulating
INLET 50psi 100psi Thread
Min

(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
Pressure
Air Off - Dropping From High To Low Mode
Gauge (Use This Mode To Set Reducing Regulator)
Muffler
90psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
80psi Points
Check
Drain Shutdown
Valve Blowdown
High Running
75
0.5625” N.C.
Relieving
Regulators
INLET
Min
(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
B i t -A i r
Pressure
Shutting Down (High / Low Volume Option)
Gauge

Muffler
0psi
Water
Discharge
Separator
Valve (.187”)
Filter
Guage Test
0psi Points
Check
Drain Shutdown
Valve Blowdown
High Running
(.020”)
76
0.5625” N.C.
Relieving
Regulators
INLET
Min
Run-Start Greaser
Orifice (0.093”) Pres Oil

Orifice Selector Central
Valve Separator
(.109”) Valve
Volume
Fill
Oil Stop Scavenge
Point
Oil Distribution
Manifold
Compressor Auxiliary Regulator
The Auxiliary Regulator is used to reduce system pressure to
100psi. This 100psi circuit is the supply for the Thread Greaser
and Auto Lube systems.
Auxiliary
Regulator
Compressor - Main (Service) Air Valve

Water Injection Hammer Oil Main Air
Entry Point Injection Line Valve
Service Air Air Valve Air Supply From

To Drill Bit Control Cylinder Receiver Tank
Coolers
The cooler packs on the SKF-12 provide cooling for the
hydraulic oil, the compressor oil, and the engine coolant. The
SKF-12 have a MESABI radiator and core, and MESABI air to
oil coolers.
Engine Radiator
Hydraulic
Oil Cooler
Compressor
Oil Cooler
77
Compressor oil cooler
Compressor oil flows from the receiver tank through the thermal / thermostat by-pass valve, through a filter
and then to the compressor. Once the thermostat temperature of 990C (2100F) is reached, the thermostat
shifts and diverts oil from the receiver through the thermal by-pass valve, through the cooler than back to
the receiver.
Position of fan blades

in cowling is critical
for maximum air flow
Air Flow Width of blade-end

to be halfway inside
shroud
Fan Motor
Air Flow
Fan Flow
Control Valve
Hydraulic Wind Down

Fan Motor Check Valve
78
Basic Hydraulic Cooler System
AtAOtpSetraartti-nugp T“eCm
olpde”rature Thermal
C
A
Valve
B
Bypass Cooler
C he c k V a l v e Manifold
Hydraulic H ea t S o u r ce
Tank
M ot o r s
Hydraulic oil cooler

Hydraulic oil flows from the double fan pump through the hydraulic fan motors then through a thermal
by-pass valve then straight back to tank via the return filter until 600C (1400F) is reached. The thermostat
will then shift and redirect oil through the cooler pack before going back to tank. If the cooler becomes
blocked, oil will be redirected straight back to tank via the by-pass check valve. The by-pass check valve
like all check valves is a differential check valve and opens at 45psi differential between the secondary and
primary lines. The thermostat by-pass is mounted at the bottom of the cooler pack.
When the engine is shut down, in order to prevent the inertia from the fan draining the motor pressure line
and causing the motor to cavitate, oil is diverted from the cooler discharge (to tank line) back through the
motor via the wind down check valve, therefore ensuring positive charge on the inlet for the fan motor.
Sight Glass
Engine cooler/radiator
Level
Coolant is pumped though the engine by the water pump located on
the engine. Once operating temperature is reached, the thermostat
in the engine shifts and passes coolant through the radiators. There
is a sight glass on the side of the radiator indicating coolant levels,
this must be checked at the beginning of every shift. Only the
specified Cummins engine coolant can be used in the engine.
The radiator cap or coolant fill point is located on top of the engine
radiator. Never attempt to remove radiator cap when engine
is hot or has overheated. Relieve the pressure in the radiator
prior to removing the cap. This is best achieved by pressing the
red button on the radiator fill cap. The Cooling Fins require regular
inspections for cleanliness.
Inspect cooling fins on BOTH

sides of cooler for cleanliness
WARNING Never attempt to remove radiator cap
when engine is hot or has overheated.
Relieve pressure in radiator by pushing
red button prior to removing cap.
Radiator Cap/ Fill Point
79
Hammer Oiler System
Timer
Assembly
Hammer Oil
Tank
Hammer Oil
Pump
Central Lube Pump
Grease
Lubricator Injector Bank
Central Lube Pump

Central
Lube
Controller
Pump Moisture Solenoid Pressure

Regulation Trap Switch
Set at 60psi
80
Thread Lube Pump
The Thread lube pump supplies grease to the drill pipe threads to reduce thread wear and aid when
unscrewing pipe joints (breaking out).
Air is supplied to the pump from the Auxiliary Regulator air circuit (100psi) via a dedicated thread lube
regulator and solenoid control valve. Power to the solenoid is supplied via a toggle switch on the operators
console. When activated the control valve opens to allow air supply to the pump. The thread lube regulator
is adjusted to 60psi.
Thread Lube Water

Pump Trap
Lubricator Regulator
Solenoid
Control Valve
81
Notes
Dust Control Systems
Two systems are incorporated to control dust suppression on
the SKF-12
1. Water Injection into drill service air
2. Dust Curtains and Deck Sealing
Dust Suppression Systems

Regular inspection and maintenance of the Deck seal will
prolong the service life of the Deck bush and minimise dirt
build up from cuttings on the Drill deck work area. The new
cassette type design allows easy removal for replacement.
Typical Dust Seal

Arrangement
The Dust curtains are an integral part of the dust suppression

system. The curtained area under the deck provides an
enclosed area to contain the dust and cuttings generated by
the drilling process, thereby allowing suppression of the dust
by means of water injection. If continual drilling on sloping
ground is encountered then the height of the curtains may Correct length of Dust
need to be increased to ensure the curtains will reach the
Curtains is crucial
ground.
Water Injection
Water is injected into the main air stream to control dust from the drilling operation. The water injection
system consists of a water tank and a hydraulically driven water Bean pump that injects water into the bull
hose. The pump provides water from the tank at a flow rate controlled by an adjustable flow control valve on
the control console.
The Bean pump consists of a crank case, pistons, and valve chamber or head. It is recommend that the
pumps crankcase be drained and refilled with clean SAE 30 API or better engine oil, after the first 100 hours
of operation. Following that it is recommended that the oil be changed every 500 hours of operation to
achieve the best results.
It essential that all the piping and mounts are kept tight, and that the pump is mounted securely. It is also
important that the pump and motor are square to each other to limit the strain put on the drive coupling due
to misalignment.
There is a water relief valve mounted on the outlet of the water pump. It should be set 25psi higher than the
air pressure in order to inject water into the air stream, e.g. when the compressors system pressure is set at
350psi, the water relief valve should be set to 375psi.
85
Water Injection Pump
A check valve and strainer on the supply line to the pump provide filtration of water through the pump, as
well as preventing water draining back to the storage tank when shut down. The suction strainer needs to
be checked regularly.
Relief Valve assembly

(Set 25psi higher than
System air pressure)
Check
Valve
Valve
Chamber
Oil level/fill
plug 15W40 Drive
Motor
Drive Coupling
Drain Plug (Under guard)
Operator
Adjustable Flow
Control
86
Bean Water Pump
Item No. Description Qty.
1 Hex Capscrew, 1/2"-13 x 1-1/2 1
2 Clamp, Valve Cover 1
3 Valve Cover 2
4 O-Ring, 1-3/16" OD 6
5 Spring & Disc 4
6 Valve Cage 4
7 Valve Seat 4
8 Hex Capscrew, 3/8"-16 x 5" 3
9 Valve Chamber 1
10 Gasket Cylinder 4
10A Ring Seal 2
10B O-Ring 2
11 Cylinder 2
12 Capscrew, 5/16"-18 2
14 Packing Washer 2
15 Packing 2
16 Packing Holder 2
17 O-Ring, 3/4" OD 2
18 Umbrella 2
19 Washer, Umbrella 2
20 Sleeve, Crosshead 2
21 Case, Pump 1
22 Pipe Plug, 3/4" 1
23 Crosshead 2
24 Wrist Pin 2
25 Connecting Rod Assembly 2
26 Bearing Insert, Con. Rod 4
27 Machine Screw, #10-24 x 1/2" 2
28 Speed Nut 1
29 Oil Slinger 1
30 Crankshaft 1
31 Bearing 2
32 Oil Seal 2
33 Snap Ring 2
34 Gasket, Pump Base 1
35 Mounting Base, Pump 1
36 Cup Washer, 3/8" 6
37 Capscrew, 3/8"-16 x 3/4" 6
38 Pipe Plug, 1/4" 1
39 Valve Seat Remover 1
87
Water Injection Pump Valve Seat Disc - Sping Valve Seat
Cover Assembly O’Rings
- Head Assembly
The Water Pump head assembly
requires daily inspection for signs of
leaks and general operational condition.
A major contributing factor to early
component failure is Water condition.
Harsh or contaminated water can effect
the Head Assembly Valve Seat area.
If a prolonged shutdown period is
experienced, it is advisable to flush clean
water through the pump, to remove any
corrosive or harsh pumping fluids that Valve Seat
Valve Seat
may lay in the pump once stopped. Cover Clamp
Basic Water Injection System -SKF
88
89
Notes
Mast - Rotary Drive
Pipe Rack
Mast - Rotary Drive - Pipe Rack
Mast Assembly
The mast assembly of lattice construction pivots upon a fabricated support frame, which extends upwards
from the machinery deck. Two large displacement hydraulic cylinders move the mast through 90 degrees to
a vertical drilling position from the horizontal ‘at-rest’ or travel position. The mast assembly accommodates
a standard 10.67meter drill pipe, plus subs and an extension pipe, efficiently enabling 12-meter single
pass drilling application. The carousel can carry another four 10.67-meter (35ft) drill pipes efficiently
accommodating multiple pass applications.
‘A’ Frame or Mast Pivot/Support
Mast pivot caps clamp to Mast

around pivot points
93
Mast Pivot Caps
The pivot caps hold the mast assembly onto the ‘A’ frame. Each service
it is imperative that their bolt tension is checked. The ‘A’ frame pivot
and the pivot cap must also be checked regularly for signs of wear. It is
important that the pivot cap is greased, so make daily checks that the
grease line is connected and supplying grease to the pivot cap.
The bolts need to be checked daily to ensure that they have not come
loose.
Pivot Cap Bolts - 1 1/4” UNC

- Torque setting 1363 ft/lb
Mast Pivot
Cap
Note: The pivot cap has a pivot bush inside it, that the pivot pin rotates in. Every time the
mast is removed these bushes MUST be checked and replaced if they are worn.
Mast Elevate Cylinders

The two cylinders are held by pins through a clevis and eye. Each service it is imperative that the bolt
tension on the keeper plates is checked, and both the cylinder and rod ends. It is also important that the
pins are regularly greased, so ensure that the grease lines are attached and are working.
Counter
balance valve
NOTE: Check bolt tension

each service
94
Mast Elevate Cylinders
NOTE: Check bolt tension Rod end of mast

each service elevate cylinder
Angle Drilling
Mast Locking
The SKF-12 mast can be locked in the vertical
position and in 5 degree increments to 20 degrees off
vertical. The locking assembly ensures mast stability
when drilling in the positions it is locked in. The mast
is positively locked on both sides by two separate
cylinders and pins. The mast lock is controlled from
within the operator’s cab.
Locking pin attached

to Mast lock cylinder
View of Plenum
Chamber 50 increments in locking plate
from 00 to 200 (Standard)
95
SKF12 Feed system
The SKF12 feed system is a hydraulic cylinder and cable type.
A double rod end cylinder is mounted in tension in the mast
assemble and secured at each end by a large nut. A traveling
sheave assembly complete with cable tensioning cylinders
is attached to each side of the feed cylinder. There are fixed
sheaves at the top and bottom of the mast assembly and four
1” wire cables are directed around the fixed and traveling
sheaves and secured to the rotary head at one end and to
either the mast base or crown at the other. As the feed cylinder
travels up the mast along its rods the rotary head moves down
the mast at double the speed of the cylinder. The tensioning
cylinders are plumbed on the retract side to pulldown pressure
via a pressure reducing valve set at 600psi. The cables will
auto tension with the machine running provided the machine
is in drill mode. Full tension on the cables will only be reached
when 600psi or greater pulldown pressure is applied.
Feed Cylinders
See Section 6 of Service

Manual for parts list of the
SKF-12 feed cylinder
96
Wire Rope
The wire ropes need regular inspection for wear or damage. Deterioration of wire ropes occurs both
internally and externally from abuse, wear and corrosion. Research by wire rope manufactures has shown
that internal failures are followed by external failures visible by inspection. Therefore careful examination of
the outside of the wire rope is a satisfactory means of determining the condition of the rope.
Since safety is dependent on the proper operation of the wire ropes , a visual inspection of the ropes should
be performed daily. The whole length of the rope need to be inspected for signs or wear and damage. Such
signs include kinks or severe twists; broken wires and nicks; deformed, worn or flattened wires; corroded or
pitted surfaces; shortened or lengthened ropes.
NOTE: If more than Ten (10) broken wires are found within any One (1) metre section of the
pulldown rope, then the rope/cable must be replaced.
A more detailed inspection of the ropes should be done at each service, such as cleaning the ropes and
closely inspecting the ropes.
Sheaves
The wire ropes / cables are attached to the rotary head and the mast frame. They travel across eight
sheaves. Four sheaves are part of the traveling sheave assembly, two sheaves are mounted at the base of
the mast on the drill table / deck, two sheaves are mounted on the top of the mast and are referred to as the
crown sheaves.
All the sheaves need to be regularly checked for wear, damage, freedom to rotate, and to ensure that the
locking nuts on the sheave pins are secure.
The base and crown sheaves have grease lines from the auto greaser attached to them. They need to be
checked regularly to ensure they are properly attached, not damaged and are supplying grease properly.
The traveling sheaves are lubricated by Permalube cartridges with timers. The timers are set to 1 month,
and MUST be checked every service to ensure that they are working properly and are not empty, or near
empty.
The sheave pins need to be checked regularly for wear, and
replaced if worn.
The sheaves don’t have bushes, but run on taper bearings.
If grease is kept up to them they will have a long life. The rope
groove on the sheave will wear first.
Crown Sheave
Hoist Cable Adjustment
97
Sheaves
Sheave Pin
Sheave Rollers
Guide Assembly
Visually check Sheave

Pulldown Cable
assembly and Pulldown
Adjustment Nuts
cylinder slide bolts daily
Bolt torque
1” UNF = 746ft/lbs (1014.6Nm)
98
Feed System
Hoist / Pulldown Cable Replacement
(1) Remove the hammer and hammer sub from
the drill string.
(2) With one piece of drill pipe attached to the
rotary head and the deck wrench engaged on
the lower flats on the drill pipe, lower the mast
and shut down and isolate the machine.
(3) Connect a drain hose to port CR2 on the
tensioning pressure control manifold and
place the drain hose into a container to catch
hydraulic oil.
(4) Open the needle valves connected to the rod
side of the cable tensioning cylinders to allow
the trapped oil in the tensioning cylinders to
drain via the pressure control manifold.
(5) The hoist and pull down cables will
immediately loose tension.
(6) If the cables do not loosen enough to remove
the cable nuts then the hose at port P1 can
be removed and capped off. Switch the
isolator back on and start the machine and
feed up and down slightly and the cable will
fully loosen.
Caution: Do not hoist enough to

damage the deck wrench
assembly
(7) Shut down and re-isolate the machine.

(8) Remove the cable nuts and disconnect the
clevis ends from the rotary head.
NOTE: Always replace cables in sets. Do not
install a new cable on one side and a
used one on the other side.
(9) Remove all sheaves that the cable passes
through. It is a good idea to check the sheave
bearings and seals and replace any worn
parts at this time.
(10) Remove cables
(11) Install new cable and existing sheaves. Install
clevis on rotary head guide first, then install
cable end and adjusting nut.
99
(12) Tighten the adjusting nuts until cable starts to tension.
(13) With P1 port capped and CR2 port draining into an oil
container, turn the isolator back on and start the machine.
(14) Feed down until the lower tensioning cylinders are fully
extended then feed up very slightly.
Caution: Do not hoist enough to damage the

deck wrench assembly
(15) Adjust the pull down cable tensions until the two cables are
even.
(16) Shut down and isolate the machine.
(17) Reconnect the plumbing to port P1 and cap off CR2.
(18) Turn the isolator back on and restart the machine.
(19) The upper and lower tensioning cylinders should be
extended the same amount.
(20) Moving the feed up or down will transfer the oil from one pair
of cylinders to the other.
Caution: Do not hoist enough to damage the

deck wrench assembly
21) When the cylinder travel is even fully close the needle
valves.
Rotary Head
The Rotary drive assembly on the SKF is
comprised of the rotary drive gearbox with a built in
swivel, and one Rexroth AA6VM160HA 6.3 series
variable displacement piston motor. This 186 hp
(138.7kW) motor provides variable rotation speed
from 0 to 220rpm, and torque of up to 9,500 ft-lbs
(12,882 Nm). This capability allows the operator
to select the most suitable rotation speed for any
given application, and therefore to achieve the Variable
optimal penetration rates for each specific drilling Displacement
condition. This heavy duty rotary head, with a 5 1/2” Motor
API bull shaft connection to the drill string, is moved
up and down the mast by pulldown and hoist cables
attached to brackets mounted to the rotary head
case. The rotary head slides on adjustable steel
guides with replaceable nylatron pads.
5 1/2” API
Bull Shaft
100
SKF-12 Rotary Head
The Rotary head uses 85W / 140 gear oil. The
oil needs changing every 500 hrs. The oil level
and condition of oil needs to be checked at the
beginning of every shift. The oil level should
behalf way up the site glass when the oil is cold.
When it is hot the level should be at the top of the
sight glass. If the oil is milky and/ or frothy, this
would indicate that the swivel seals have failed
and need replacing.
The Rotary Head wear pads can be shimmed
as they wear. Replace the wear pad if the brass Rotary Head Sight Glass
retaining nut is exposed or damaged.
Wear Pads Wear Pads
Wear Pads
During the daily inspection for leaks, special attention needs to be taken to ensure that there is no leak
coming from the seal plate at the bottom of the rotary head. This would indicate that the seal plate is loose,
or that the duo cone seals are U/S, or that the main bull shaft bearings have insufficient pre-load.
If there is a leak from the seal plate, first check that the bolts are tight.
If they are tight, then check if there is any end float in the bull shaft bearings. This can be done by placing
a Dial indicator on the bull shaft with the needle on the seal plate. With a block under the rotary head, drive
the head down on to the block, then lift it up again. There should be NO movement registered.
The bearings MUST be pre-loaded. If the Dial indicator shows any movement, then the bearings
have end-float, so the locknut holding the bull shaft bearings must be tightened so the bearings can be
pre-loaded. There is a set procedure for pre-loading the bearings, this MUST be followed, and the
correct amount of pre-load MUST be placed upon the bull shaft bearings. See the next slide for this
procedure.
If there is no movement registered on the Dial indicator and the bearings are pre-loaded, than the duo
cones are no longer sealing and will need to be replaced.
The pre-load on the bull shaft bearings is 0.004”. This MUST not be confused with the bearings on
the intermediate gear. These bearings MUST have end-float. They MUST be shimmed to allow 0.003”
- 0.005”end-float (end play).
101
Bull shaft bearing Pre-load
After any repairs are made to the rotary drive gear box, the main or bull shaft bearing pre-load of 0.002”
- 0.004” MUST be set as follows:
1) With the rotary head installed on the mast, place an 8” x 8” block of wood on top of the deck wrench,
and lower the rotary head so it is against the block,
2) For the SKF-12 apply 3000 psi (206.9 bar) pulldown pressure (use Auto feed switch).
3) The locknuts have four kidney shaped holes through the face of the nut, which the setscrews pass
through. These MUST be loosened off, then using a steel dolly belt the outside of the locknut in the four
spots that are next to the kidney shaped cut outs. This will return the locknut to its original shape and
allow the nut to turn on the thread. If the locknut is not freed up, it will catch on the thread and bind up.
A steel dolly MUST be used, a copper dolly might chip and put metal into the gearbox and bearings.
4) Once both nuts have been loosened and can turn fairly freely, turn the bottom locknut (11) by hand until
it contacts the upper bearing cone (26), then turn (tighten) locknut another 15 degrees. This will place
between 0.002” - 0.004” pre-load on the bearings.
5) Tighten the set screws (50) in the locknut, that pass through the kidney shaped holes. They must be
tightened evenly and opposite one another, gradually increasing torque to specifications, which is 100
ft.lb. (136 Nm) minimum. DO NOT tighten screws prior to assembling locknut to shaft or before correct
pre-load is achieved. The set screws push on the inside diameter of the nut and deform it so that it will
lock on to the bull shaft.
6) Install Loctite 515 (Master Gasket) sealant to all mating faces unless shim or gasket is used.
NOTE: Locknut is Left

Hand thread
102
Rotary Head
Swivel seals and
spacer assembly
Two locknuts
for bull shaft
bearings Top Oil Seal
(L/H thread) (back to back) Rotation
Motor
Mounting
Bull Shaft
Bearings
(0.002” - 0.004”
Pre Load)
Intermediate
Duo Cone Shaft Bearings
Seals Seal Plate (0.003” - 0.005”
End Float)
Seal Plate
Air Swivel Bolts
The Rotary head uses a swivel seal assembly to seal the rotary gear case from the rock oil, water and air
flowing down through the bull hose and bull shaft. When the seal fails, a mixture of air, water, and rock oil
will be seen coming out the tell tale hole in the top hat. The seal may need more crush or require replacing.
Seal crush is achieved by placing or removing shims under the swivel adaptor plate, a new seal requires
about 1mm (0.040”) crush. It is extremely important that the correct amount of shim and therefore crush is
placed on the swivel seal. Too much and the seal will fail, too little and seal will not seal.
Air swivel seal
Air swivel 1mm (0.040”)
under adaptor crush
Top hat
shims
Tell-tale
hole
When replacing the swivel seal, ensure that all parts are thoroughly cleaned, pay particular attention to
shim surfaces, seal housings and the spacer ring. Check the surface of the spacer ring for burrs, erosion
and excessive grooving, discard and replace if damaged or severely worn. Lubricate seals and spacer ring
liberally with clean grease before reassembly.
103
Rod Handling Compents
Lower Break Out Plate
The rod handling assembly consists of a number of components.
• the carousel which is swung in and out of the mast by the two
swing cylinders;
• the rod pots which the rods sit in and its support plate;
• the lower break out plate or finger plate which the rod flats
locate in;
• the upper finger plate and its assembly which hold the rods in
the top of the carousel pipe rack;
• the carousel pipe rack rotation motor and chain drive
assembly;
Upper finger plate
• the carousel pipe rack rotation lock;
• the deck spanner or deck fork;
• and the Hydraulically Operated Break Out (HOBO) wrench.
Together they combine to create an efficient and safe rod handling
assembly.
Carousel Alignment
In order to adjust the alignment of the carousel it is necessary to first
ensure that the lower spider or break out plate is lined up with the rod
pots. Loosen the bolts and rotate the lower spider until the cut outs
line up with the rod pots. Then lower the mast and do the
same with the upper finger plate. While the mast is standing up, use
a rod in one of the pots and line it up with the carousel pipe support (eye ball it).
If they are parallel than the upper fingers and the lower spider are lined up.
Regularly check that they are lined up.
Also ensure that the bolts are tight, and that the finger plate and its guard are
not bent or damaged.
Carousel swing cylinders
The carousel assembly can be indexed or rotated into positionso the rotary
head can pick up a rod in any of the four pots. The carousel is rotated by the
indexing motor, which ismounted at the bottom of the carousel. The carousel
is chaindriven by the indexing motor. A flow control with by-passcheck valve
is fitted to both ports of the motor, they are fittedstraight out of the valve block
on the mast. This is to allowmore accurate control for the operators when they
are indexing. It is imperative that the indexing locking pin is engaged into the
carousel before attempting to break-out. Failure to do so WILL result in the
drive chain breaking andpossible further damage to other components!
There are two carousel swing cylinders which are mounted at the top and the
bottom of the mast. They swing the carousel in out of the mast. The carousel
swing cylinders each have a counterbalance valves and flow control by-pass
check valves in their circuits.
NOTE: The carousel swing, HOBO and viewing hatch hydraulic cylinders,
are all identical. Same Part No: applies
104
Indexing Motor
The carousel indexing motor has a hydraulic lock which is operated by a switch from the cab console. The
lock provides a positive locking system which will prevent the carousel from rotating when the mast is laid
down or when tramming. The circuit is a very simple open loop circuit with the switch operating a solenoid
activated valve to a small hydraulic cylinder mounted underneath the carousel. The cylinder can extend and
lock into one of five holes on the rod pot / pipe support plate.
Indexing
Holes
1. Adjusting Bolt
2. Lock Nut
3. Motor Mounting Plate
4. Cap Screws - 4 of
5. Hydraulic Motor
6. Carousel Index Lock Cylinder
Deck Wrench
Deck
Wrench
Caution: The Deck Wrench can physically be fitted upside down. This will lead to
damage to the Wrench cylinder, should it become caught on the Drill pipe
when being raised.
105
Deck Wrench
If the deck wrench becomes damaged, or damage has occurred to the top retaining plate, or cylinder
mounting, repairs must be made carefully to insure all components are in the exact position of original
mounting. This is important so the deck wrench will engage the pipe correctly, and also clear the pipe when
it is rotating. The top retaining plate must be flush down and level with the wrench guide, to prevent wrench
from lifting, also causing the deck bushing to lift and jam under the wrench. If the deck wrench becomes
worn and it is built up with weld, it is essential that the 15° angle is maintained as shown, so the wrench will
engage the pipe correctly and allow the drill pipe to “slap” when breaking out.
150 angle must be maintained

if building up a warn wrench
Rod Handling - HOBO

The HOBO has three dies which grip the drill pipe. They are secured by means of die holders which have
a “female” dovetail shape that the dies then slide down into. The holders are bolted to the HOBO with two
capscrews that must be checked regularly for tightness, as any movement will cause the dies to wear
rapidly and slip.The dies are made from hardened steel and should be a neat tap in fit to the holder. They
have a raised cross-hatch teeth design on their front which is essential for gripping the pipe. The die
holders have a socket head bolt at the top and bottom of the die which prevents the dies from slipping out.
When the dies become worn they WILL NOT grip the pipe, so they must be checked regularly.
Three HOBO dies
and die holders
HOBO in “released” position
Note: There are differing sized Die Holders to suit different diameter Drill pipe
106
Hydraulics
Hydraulics
BASIC BUILDING BLOCKS
HYDRAULIC SYMBOLS
Working Line
Flexible Line
Circles or Partial Circles

Pilot Line Indicate Pumps or
Rotary Actuators
Vented reservoir
Drain Line
Enclosure Line Sealed Reservoir
Squares or combinations
of Squares indicate Valves
Lines
Connected
Fluid Conditioners
Arrows show
Adjustability,
Variabilty or
Direction of Flow
Springs
Lines Crossing
HYDRAULIC SYMBOLS An arrow thru the spring
indicates an adjustment
Relief Valve
Shuttle Valve
Filter w/Bypass
Sequence Valve
Check Valve
Filter w/Bypass
Spring Loaded
Pressure Reducing Check Valve
Valve
Oil Cooler or
Heat Exchanger
Valve Operators
Unidirectional Unidirectional
Fixed Orifice Fixed Displacement Variable Displacement
Variable Orifice
Pump Pump with Pressure
Solenoid Pilot
Compensator
Bidirectional Variable
Pressure & Pump with Integral Cam Lever
Temperature Charge Pump
Compensated Flow
Control Valve
(Restrictive Type)
Unidirectional Bidirectional
Motor Motor Accumulator
Pressure &
Temperature Bidirectional
Compensated Flow
Control Valve Variable Displacement
(Bypass Type) Motor
109
Hydraulics
3 POSITION – 4 WAY VALVES
DIRECTIONAL VALVE SYMBOLS
2 POSITION – 1 WAY VALVE
A Port B Port
P Port T Port
Lever Actuated Spring Offset
Closed Centre Spring centred Normally Open
Closed Port
(Cylinder Spool)
2 POSITION – 4 WAY VALVE
Closed Centre
Direct Solenoid Actuated Spring Offset
Open Port
Spring Centred Pilot Actuated
(Motor Spool)
Open Centre Lever Actuated Spring Offset

Closed Port Neutral Detent Solenoid Actuated
Open Centre Pilot Actuated Dentented

Open Port Spring Centred Lever Actauted
Hydraulic Oil
The correct viscosity of Hydraulic oil is extremely important in providing optimum performance for the
hydraulic components, and for the protection and longevity of the components. The viscosity is directly
related to the oil temperature. The following graph can be used when selecting the oil viscosity for your
area.
Hydraulic Oil Selection Chart
110
Hydraulics
Hydraulic System
The hydraulic system consists of a hydraulic reservoir / tank that supplies oil to hydraulic pumps. These
hydraulic pumps provide hydraulic pressure to operate all machine functions outside of the electrical and
compressed air circuits. From the pumps oil is supplied to the levers and control valves which operate
hydraulic motors or cylinders. Another important feature of hydraulic systems is the filters.
All the oil returning to the tank flows through either the return manifold, the drain manifold, or the case
manifold. Oil returning from the return manifold must pass through the return filter before entering the tank.
Oil returning from the drain and case manifolds is first teed together before passing through the case return
filter. Both these filters have by-pass check valves in case the filters become blocked.
It is important to remember that the pressure in the return, drain, and case manifolds is different. The
pressure in the return manifold is around 35psi, and in the drain and case manifolds is only <7psi. This
is particularly important when connecting case drains from motors or pumps. If they are connected to the
return manifold the increased pressure will prevent the case drain from draining, which will result in too
much oil in the case and blowing out the shaft / oil seal.
Hydraulic Tank
The Hydraulic Tank Isolation valve is used to shut off the oil flow from the hydraulic tank. It is used when
work needs to be done on the circuit, particularly the pumps.
ONLY SHUT THE ISOLATION VALVE WHEN THE ENGINE IS STOPPED.
Hydraulics
Isolation Valve
Hydraulic Tank Manual Pressure

Breather Release Valve Proximity
Switch
(Optional)
111
Hydraulics
Hydraulic System
An important part of the hydraulic system is the filters.
Oil returned to the hydraulic reservoir passes through two 10-micron filters. These filters are mounted on
the hydraulic tank. Service indicators warn if the filters become clogged.
See Topic 10 for Scheduling of filter and oil changes.
NOTE: Before working on any part of the hydraulic circuit, the system must de depressurised.
Case Return Main Return

Filter Filter
Return Hydraulic
Service
Filters mounted
Indicators
on Hydraulic Tank
Differential
Valve
Return Filter Assembly
The lover cover O-ring is very easily dislodged. The filter
will bypass if assembled without the O-ring. It is therefore
imperative that the O-ring is checked every time the filter is
removed.
It is recommended that the O-ring be replaced every time the
filter is changed.
There is a differential valve / service indictors and a by-pass
check valve located within the filter assembly. The differential
valve will indicate when the filters are starting to block. This
will be activated before the filters are blocked and oil flows
through the by-pass check valve, by-passing the filters. This O-Ring
provides a small amount of time to get the filters changed
before they become blocked. By-Pass
Check Valve
112
Hydraulics
Hydraulic Pump Layout
Right Tram
Left Tram Pulldown Pump
Rotation Pump
L/H Charge
Pump R/H Charge
Pump
Provides charge
pressure for the Large front half
left Tram/rotation of the double
pump provides
the charge
pressure for
the right Tram/
pulldown pump
Auxiliary Pump + Water Injection Pump
Fan Motor Pump Smaller back half of the double
pump is for the water injection
The pump layout consists of two main through pumps which are variable piston pumps and one auxiliary
pump.
1) The left main pump supplies pressure to the left hand tram and rotation circuits. Attached and driven
from the rear of the left main pump is a fixed displacement gear pump, which is the left charge oil
pump supplying charge oil to the left main pump.
2) The right main pump which supplies pressure to the right hand tram and pulldown circuits. Attached
and driven from the rear of the right main pump is a double fixed displacement gear pump. The front
section (closest to main pump) is the right charge pump and supplies charge oil to right main pump.
The rear section of the gear pump is the water injection pump and supplies pressure for these
circuits.
3) The auxiliary pump supplies pressure to all auxiliary circuits eg: carousel, jacks, mast raise and deck
wrench etc. It also supplies pressure to the cooling fan circuit.
113
Hydraulics
Main Pumps
The two main pumps are AA4VG125 EP2 Rexroth variable piston pumps. The left main pump supplies
pressure to the left hand tram circuit and the rotation circuit. The right main pump supplies pressure to the
right hand tram circuit and the pulldown circuit. All these circuits are closed loop circuits.
The positive pressure or ‘charge’ to the two main pumps is supplied from the two charge pumps via the
charge circuit.
Filtration before the main pump is through the charge filters, and after the main pumps is through the loop
filters.
Electrical Proportional
Control Solenoids
AA4VG125EP2
Rexroth Main Pump
EP Proportional Electrical Control

The flow output of the pump is infinitely varied
in the range of 0 to 100%, proportional to an
electrical current, in the range of 20-600 mA at 24
volts DC, supplied to solenoid a or b.
The electrical energy is converted to a force acting
on the control spool. The spool then directs control
oil in and out of the stroking piston to stroke the
pump as required. A feedback lever, connected to
the stroking piston, maintains the pump flow for
any given current within the control range.
Proportional amplifiers MDSD, PVR-PVRS and
special function amplifier EDA are available
to control the proportional solenoids. As well,
electronic control of the solenoids can be achieved
by using a micro controller with software that
is programmed to perform special functions for
custom applications.
114
Hydraulics
X4
X3
X3 X4
Connections X4
A, B High pressure ports 11/4” SAE 420 bar (6000 psi–Code 62) G Charge pressure gauge port 7/8”-14 UNF-2B; 17 deep
T1 Case drain or filling port 15/16”-12 UN-2B; 20 deep Ps Control pressure gauge port 3/4”-16 UNF-2B; 15 deep
T2 Case drain port 15/16”-12 UN-2B; 20 deep Fa Filter Outlet 15/16”-12 UN-2B; 18 deep
MA Gauge port–sys. pressure A 7/16”-20 UNF-2B; 12 deep Fa1 Filter Outlet (filter assembly) M33 x 2; 18 deep
MB Gauge port–sys. pressure B 7/16”-20 UNF-2B; 12 deep Fe Filter Inlet M33 x 2; 18 deep
R Case vent port 9/16”-18 UNF-2B; 13 deep Fs Port from filter to suction line (cold start) M33 x 2; 18 deep
S Charge suction port 17/8”-12 UN-2B; 20 deep MH Gauge port–high pressure 7/16 “-20 UNF-2B; 12 deep
X1, X2 Stroking pressure ports (before orifice) 9/16”-18 UNF-2B; 13 deep
X3, X4 Stroking pressure ports (after orifice) 7/16”-20 UNF-2B: 12 deep
115
Hydraulics
NOTE:
AA4VG EP Control (standard)
SKF 12
Standard
116
Charge
Relief
removed
and orifice
plug fitted
117
AA4VG EP Pump Circuit Diagram (standard)
NOTE: SKF-12 models have an external charge pump and relief, not internal as shown
Hydraulics
Hydraulics
AA4VG EP2 Control - SKF-12
118
Hydraulics
AA4VG EP Control
The large control piston The small shuttle in the
controls the direction control module is controlled
of flow within the pump, by the electrical proportional
this is what is adjusted solenoids, and in turn
during a mechanical controls the larger piston
centring
Pressure
Cut Off or
Charge Override High Pressure
Pressure In Cross Over relief
Standard Charge
Relief, Removed
and Replace With
High Pressure an Orificed Plug
Cross Over Relief on SKF-12
119
Hydraulics
AA4VG Pump
AA4VG charge pump,
removed on SKF-12 models
Remove
Female Rotor
Male Rotor
Must Be Left In
AA4VG EP Pump
Control
Large Control Module
Piston
AA4VG EP Controller
Assembly Position NOTE: Charge Pump is

Marker EP removed from SKF-12.
Hydraulic Zero Charge Pump is Gear
Position Pump driven by the
thru-drive.
Clamping Screw
Bleed Screw
Bleed Screw
Unscrew by a
max of 2 turns
120
Hydraulics
AA4VG EP Controller
The new proportional solenoids must be bled during commissioning. If the air is not removed from
the armature chamber oscillations at the control can occur. On the end of the solenoid, in the brass
component, is a small set screw M4, 2A/F for bleeding purposes. This can be unscrewed by a maximum of
2 turns and then after completion of the bleeding tightened to a maximum of 2 Nm.
Pole Tube tightening

Feedback torque 19 Nm
Arm
Tightening torque
5+1 Nm 26 A/F
socket spanner
Clamping Screw 6.1 Nm

Assembly Hydraulic
Position Zero Point
Marker EP Eccentric Pin
Feedback
Spring
Caution: When loosening the clamping screw hold the eccentric pin - hydraulic
zero point
121
Hydraulics
AA4VG EP Pump
STROKING ORIFICES
0.050” max
The size of these orifices is

important because they control the
amount of flow allowed through
the control piston when the pump
strokes on and off.
Main Pump Adjustments

Before the main pumps can be centered or the pressure relief and pressure cut off settings can be adjusted,
a number of things have to be done.
1) Disconnect the tram brake release hose at the tee above the track equalizer bar. This will fix the brakes
on and enable you to perform all main pump adjustments, and load the pump without the rig moving.
2) If the rig is jacked, the tram lockout over ride must be activated. Therefore the tram functions will
operate enabling you to perform high pressure relief and pressure cutoff adjustments, in the tram mode.
3) The rotation torque control and feed pressure control needs to be removed from the pump and the port
plugged, this will be in port X3.
4) When mechanically (6) and hydraulically centering (7), solenoid DIN plugs for the lever controls need to
be removed, however when setting the port pressure reliefs and pressure cut off relief these plugs need
to be refitted.
122
Hydraulics
Mechanical Centering
When mechanically or
Use one guage, swap
hydraulically centering the
between ports (Pressure
main pumps, disconnect both
approx. 440 psi)
stroking solenoids and plug
Port X3 (Both pumps)
X1
Port X3 X2
X4
Hydraulic Centering
** Before setting the high

pressure relief valve **
Pressure cutoff valve must
be adjusted to maximum, in
order to set main reliefs
Use one guage, swap

between ports (Pressure
approx. 40 psi)
123
Hydraulics
High Pressure Relief Valve Setting
Set high pressure

reliefs to 5500 psi,
DO NOT STROKE
PUMPS ON FOR
MORE THAN 10
SECONDS
When stroking the pumps only push the control lever 20% on, just enough to cause the relief valves to
crack, thus preventing all the oil from washing over the relief valve.
Pressure Cutoff Valve Setting

Set pressure cutoff to 5000 psi
(must be 500 psi below main
relief setting)
124
Hydraulics
Charge Circuit
Charge
Charge is the pressure that is supplied to the inlet
relief
side of both the main piston pumps. The piston
pumps need a positive charge to their inlet or they
test
will cavitate. The charge circuit supplies the positive port
pressure / charge pressure needed for the main
pumps.
The charge pumps are fixed displacement. The
charge pressure circuit is an open loop circuit which
feeds the closed loop circuits of the main pumps.
It goes from the tank, to the gear pumps mounted
on the rear of the main pumps, through the charge
reliefs which are mounted on the back of the gear
pumps, and then through the charge filters. From
there both circuits are teed together, before going Charge
into the Fa ports on the main pumps. This ensures gear
that if there is a dip in one charge circuit the other pump
charge pump will make up the loss to provide a
constant charge pressure to both left and right hand
pumps.
There is a charge relief on each main pump charge Charge pressure relief valve
circuit, this ensures that there is always a stable
Setting = 450 psi
and constant pressure entering into the main
pumps. The charge relief valves govern the ‘charge The adjustment for the
pressure’ rating, which is 450 psi on the SKF-12 charge relief if on the other
charge circuit. side of this block
Double Gear Pump - Right Charge and Water Injection
Water Injection Single Gear Pump

Pump - Left Charge
RH Charge
Pump
125
Charge Circuit
Hydraulics
126
Hydraulics
Hydraulic Charge Filters
These filters are in the ‘charge’ circuit. They filter the oil as it is
supplied to the main pumps.
There are two filters, one mounted either side of the pumps.
These filters play an important role because this is the only
filtration of oil from the tank to the main pumps.
The only other filtration on the main pump circuit is through the
loop filters.
Left Charge
Filter
Charge Filter Assembly
The charge filters have an O-ring that helps seal the

filter bowl. If the bowl is leaking the O-ring is probably
damaged and needs to be replaced. Do not continue
to tighten the bowl up, because this will not stop
the leak and will lead to damage of the bowl and filter
assembly.
The O-ring should be changed every time the filter
is changed.
The charge filters have a differential indicator and
a by-pass check valve, to indicate when the filter is
blocking, and to by-pass oil when the filters are blocked.
The differential indicator will flag red (pop up) before the
filters are blocked, allowing time to change the filters
before they fully block.
See Topic 10 for Scheduling of filter and oil changes.
1. Head Assembly 6. Indicator

2. Bowl 7. O-Ring, Indicator
3. O-Ring, Bowl 8. O-Ring, Indicator
4. Filter Element 9. Bleed Plug
5. O-Ring, Element 10. O-Ring, Bleed Plug
127
Hydraulics
Diverter Valve
Pilot port Connected to Port

1 on V17 (Drill tram solenoid)
valve. Charge pressure (450 psi)
applied to this port in the ‘Drill
mode’. Case pressure (7 psi
max.) in the ‘Tram mode’
Drain Port
7psi max.
Loop Filters
Left and right pump, loop filters and dirvirted circuits
128
Hydraulics
Loop Filter Assembly
The Loop filters are placed on the main pump circuits. They are between the main pumps and the diverter
valves for the feed and rotation/tramming circuits. They are located next to the tower raise cylinder, and
have an O-ring which helps seal the bowl from leaks. If the bowl is leaking, the O-ring will need to be
replaced. Continued tightening of the bowl lock-nut will not prevent the leak and could lead to damage of
the bowl and filter assembly.
The O-ring should be changed every time the filter is changed. The filters have a differential indicator
and a by-pass check valve, to indicate when the filter is blocking, and to by-pass oil when the filters are
blocked. The differential indicator will flag red (popup) before filters are blocked, allowing time to change the
filters before they fully block. See Topic 10 for Scheduling of filter and oil changes.
129
Hydraulics
Rotation Circuit
The rotation circuit is a closed loop circuit. It is fed by the left hand main pump. The rotation circuit oil comes
from the B (forward rotation) or A (reverse rotation) ports on the pump, through the loop filters, through the
diverter valve then onto to the rotation motor. The rotation motor has an internal flushing valve. In other
words the circuit is basically a closed loop, pump to motor circuit.
A relief valve V08 has been placed on the forward rotation circuit. This is to limit rotation torque in forward
rotation. It is connected in the Mb port (common to B port), and when its relief setting is reached it sends
pressure to the X3 port. This will cause the servo piston (large control piston) to move back towards centre,
therefore de-stroking the pump. This provides a variable maximum rotation torque setting. This relief is a
vented relief. The vent from this relief flows to another relief valve (2) which is remotely mounted in the cab
(torque relief valve). This relief can be variably controlled by the operator in the cab. However the variation
on relief (2) for the operator can only ever go as high as the maximum setting on (1).
130
R ota t ion Cir c u it
Remote cab
mounted relief
131
Diverter valve
Hydraulics
Hydraulics
Rotation Motor
AA6VM160 HA
(Disabled ‘B’ Port)
forward rotation Fit M4 x 6
Grub Screw
SKF Rotation Motor
132
Hydraulics
SKF Rotation Motor
Note: The HA control is disabled for forward rotation or on the ‘B’ port side. It is blocked with
a M4 x 6 LG (grub screw), to disable the maximum displacement and prevent the motor
increasing in displacement and over tightening pipe joints. This mod also prevents the
minimum displacement screw being damaged by the rotary group ‘slapping’ against the
screw when drilling.
Rotation Motor Flushing Valve
133
Hydraulics
Tram Circuit
The left and right tram circuits are two separate closed loop circuits. The left hand main pump supplies the
left track and the rotation motor. The right hand main pump supplies the right track and the feed circuit.
There are two diverter valves which divert oil from the drill functions to the tram circuit. The right hand
diverter valve is dedicated to the right hand pump and diverts oil to either the right hand tram motor, or the
feed cylinder. The left hand diverter valve is dedicated to the left hand pump, and diverts oil to either the left
hand tram motor or the rotation motor.
While ever the diverter valves are in tram mode, flow will go from the A ports (forward tramming) on the
main pumps through the diverter valves through the final drive / tram motors, back through the diverter
valve , and into the B port on the main pump. When reverse tramming is required, flow goes in the opposite
direction, out of B port on the main pumps, through the circuit and back in to the A port on the main pump.
Right Hand Main Pump Basic Operation
Pull Down Mode
134
Hydraulics
Tram Circuit
The tram circuits are closed loop circuits. The R/H tram/feed pump and the L/H tram/ rotation pump powers
the tracks via a diverter valve. Each final drive has a integral brake pack which is spring applied and
pressure released. The pilot pressure to release the brake is from the drill/tram select solenoid valve (V17)
when the tram mode is selected (solenoid de-energized). This pilot pressure is supplied to (V17) from the
drill/tram interlock solenoid (V16) which will only provide pilot pressure to (V17) when it is energized. The
drill/tram interlock solenoid (V16) is energized in the tram mode when ;
1. The pipe is out of the hole
2. The jacks are up.
Pilot pressure is discharged from port 3 of (V17) and out through port P3 of the control manifold and on to
the brake release ports on the final drives. The diverter valve pilot port is drained via port 1 of the drill/tram
solenoid (V17) when in tram mode.
Drill / Tram Interlock (V16)

The drill / tram interlock valve (V16) is a solenoid operated valve, and when on or energised, allows
charge pressure through it to the drill / tram solenoid valve. Therefore it needs to be on or energised to drill
or tram. In order to energise a number of proxies need to be made;
When the tram mode is selected,
1) The pipe is out of the hole.
2) Jacks are all raised.
CASE
MANIFOLD
135
Hydraulics
Tram Motor
The tram or final
drive motors are a
straight forward fixed
displacement motor.
They are A2FE107
Feed Circuit
The Feed circuit is a closed loop circuit. It is fed by the right hand main pump. It is a basic closed loop pump
to cylinder circuit. The feed circuit oil comes from the A (feed up) and B (feed down) ports on the pump,
through the loop filters, through the diverter valve then on into the feed cylinder.
A relief valve in the circuit V04, is connected to the Mb port (common to B) which will de-stroke the pump
when its relief pressure is reached. It sends a signal to the X3 port to push the large control piston back
towards centre, therefore de-stroking the pump. The pressure to the X3 port is limited to 450psi by a
pressure reducing valve V05 to prevent the pump stroking into reverse which would cause the feed to creep
up.
V05 and back up relief valve V06 also prevent damage to the pump servo due to over pressure.
136
Hydraulics
Hoist / Pulldown Circuit
137
Rope Tensioning
Hydraulics
Circuit
138
Hydraulics
Auxiliary Pump
The auxiliary pump is an AA11VLO130DRS piston pump. It supplies the auxiliary circuit and the fan motor
circuit. This pump supplies only open circuits.
The Auxiliary pump does not have a separate charge pump, but gets its charge oil from an internal impeller
pump mounted in the rear of the pump.
The pumps reliefs are set to 300 psi standby pressure and 2750 psi maximum pressure.
The pump is constantly loaded and only unloads to standby pressure when solenoid valve V20 is activated.
GM
AA11VLO Pump Adjustments
AA11VLO Pump AA11VLO Charge Pump

The
auxiliary
pumps
charge
pump has
an internal
impeller
type that
delivers
charge
pressure to
the pistons.
139
Auxiliary/Fan Circuit Hydraulics
140
Hydraulics
Cooler Fan Circuit
The auxiliary pump operates the cooler fan circuit. Once the engine has been started and the override has
been released, full auxiliary pump pressure is supplied to the auxiliary pressure manifold. It flows from the
manifold through a check valve and a 4mm orifice (see auxiliary priority function), before being teed to the
two separate fan motors. After the tee, flow goes through a flow control valve, before entering the B port of
the motor. The two flow controls are used to vary the fan speeds on each motor. Flow comes out of the A
port of the two motors, and is again teed together before flowing partially through the cooler, and partially
through the thermostat. Once the thermostat reaches 600C (1400 F), the thermostat closes and directs oil
only through the cooler. If the cooler becomes partially or completely blocked, flow will be directed through
a by-pass check valve. Oil flowing from the thermostat, cooler and/or check valve will go to the return
manifold, before passing through the return filters into the tank.
A check valve has been connected between the B and A ports of the fan motors. Called the wind down
check. When the engine is turned off, the inertia of the fans will still want to turn the motors. However
because the auxiliary pump has been stopped, there is no flow into the B port of the motor. Therefore with
no oil going into the motor and the fan still spinning the motor, the motor will cavitate. To avoid this a check
valve has been put in place which will allow flow coming from A port to be circulated back through B port
until the fan stops.
Cooler Fan Circuit
141
Hydraulics
Fan Circuit
Fan Priority Valve
This valve is located at the back of the Mast “A” frame. Oil is supplied from the Auxiliary pump (via Auxiliary
Pressure manifold) through the Priority valve and onto the fan flow controls. Full flow is supplied through
the Priority valve until an auxiliary function is activated, whereby the Priority valve will close off the majority
of flow to the fan flow controls. The valve consists of a pilot to close check and a 0.157” bypass orifice. A
small volume of oil is constantly flowing through a 0.030” orifice to the fan priority pilot valve (V11). This
flow is blocked when V11 is activated so pressure builds up at Port 3 and closes the pilot to close check so
the only flow to the fans is through the 0.157” orifice. The fans will then slow down and the pump flow is
available for the auxiliary function being operated.
Pilot line
Auxiliary Pressure to V11
Manifold
Fan Priority
Valve
To Fan Flow
Controls
Supply oil from
Auxiliary Pump
Flow
Control
Flow
Control
142
Hydraulics
Fan Flow Controls
These pressure compensated flow controls, govern the fan
speed for each cooler pack individually. They are located
on the end of both cooler packs and generally set to suit the
ambient temperatures encountered (approx 1400rpm). The
maximum fan speed for 48” fans is 1550rpm.
Wind Down
Check Valve
Fan Flow
Control Valve
Hydraulic
Fan Motor
Fan Motor F12-80
143
Hydraulics
Auxiliary Functions
There are a number of different functions that are supplied by the auxiliary/fan pump, these are;
1) Jack controls 9) Mast lock
2) Mast raise and lower 10) Carousel index / rotate
3) Carousel swing 11) Lifting winch
4) Hydraulic operated break out wrench (HOBO) swing 12) Spare
5) Carousel index lock 13) Pressure cleaner (Optional)
6) HOBO clamp and rotate 14) Viewing hatch (Optional)
7) Deck spanner / fork 15) Dust curtain / skirt (Optional)
8) Pipe positioner 16) Main air valve
Auxiliary Priority Function

After start up or when no auxiliary functions are being used, full auxiliary pump pressure will flow from
through the auxiliary manifold to the fan motor circuit to provide maximum fan speed. When an auxiliary
circuit function is switched on, oil is diverted from the fan circuit to the auxiliary function being used. This
is achieved by two auxiliary priority valves. One is a hydraulically load sensed / piloted (V11), the other is
electrically piloted (V15). They are both located within the main drill control valve bank.
Flow comes from the auxiliary manifold and can take three paths. One through a 4mm (0.157”) orifice, and
the second through a check valve. Both of these flow through to the fan circuit. The third path flows through
a 0.75mm (0.030”) orifice to the hydraulically piloted auxiliary priority valve (V11). This valve will be in its
opened position while ever an auxiliary function is not selected. Flow will go through it to the drain manifold.
When a function from the 4 spool valve is selected, a hydraulic signal will be sent from the control valve on
the 4 spool, to the auxiliary priority valve (V11), piloting it closed. This will allow pressure to build up in the
0.75mm orifice line and close the pilot to close check valve. Therefore with pressure built up in the 0.75mm
orifice line and the check valve closed, flow to the fan circuit to go only through the 4mm orifice. This
reduces the flow and therefore the fan speed. Now the flow that would normally go through the check valve,
is now available for the aux. functions to use.
The 9 spool and 3 spool control valves do not have the hydraulic load sense / piloting available. So when
an aux. function is selected, an electrical signal is sent to the auxiliary priority solenoid valve (V15). This
valve always has charge pressure to it. When the valve is energised, the charge pressure is allowed to flow
through to the hydraulically piloted priority valve (V11). It flows into the pilot line, becomes the hydraulic pilot
and actuates the hydraulic priority valve in exactly the same way as for the 4 spool, e.g. closing the check
valve, reducing flow to fan circuit, and allowing extra flow to be available for the auxiliary function selected.
Jacks And Mast Raise Jack L/H

4 Spool Valve Rear
The rear left hand jack, front jacks, rear right hand jack, Jack
and mast raise / lower functions are all open loop circuits. Front
They are all open loop circuits which go from the pump, Jack R/H
through the auxiliary manifold, and then to the 4 spool
Rear
valve. From there the flow goes through which ever
control valve has been actuated (function selected), and Mast
on to the appropriate hydraulic cylinder. From there, flow Elevate
goes back through the control valve and back to tank via he return manifold, and the return filters.
Every cylinder actuated by the 4 spool has counter-balance valves connected to it. The counter-balance
valves will lock the cylinder and prevent it from creeping in either direction.
144
Hydraulics
Jacks Mast Raise Levers
Mast
Raise
Jacks
Counterbalance Valve
The hydraulic circuit of the mast elevating cylinders is protected by three counterbalance valves. There is
one valve at the piston end of each cylinder, as well as, one that is tee’d into the rod end of both cylinders.
The single valve on the rod ends is for controlling the mast when it breaks over centre during setup. This
is basically acting as a snubber valve to prevent the mast from running away when gravity overcomes the
pivot support balance.
The two valves on the piston ends are for controlling the descent of the mast when lowering back to tram
position.
Individaul CB Valve Common CB Valve

145
Auxiliary Circuit 4 Spool - Schematic
Hydraulics
146
Hydraulics
Auxiliary Functions
9 Spool Valve
The auxiliary functions of carousel swing, hobo swing, carousel lock, hobo clamp / rotate, deck spanner,
pipe positioner, mast lock, carousel rotate and lifting winch, are all controlled from the one valve bank (9
spool valve) located on the mast. They are all open loop circuits which go from the pump, through the
auxiliary manifold, and then to the 9 spool valve. From there the flow goes through which ever control valve
has been actuated (function selected), and on to the appropriate hydraulic cylinder or motor. From there,
flow goes back through the control valve and back to tank via the return manifold, and the return filters.
The only exception to this is the HOBO clamp / rotate function. After passing through the control valve,
flow goes to the clamp cylinder and also to a sequence valve set at 2250 psi. Once the clamp cylinder has
extended and pressure builds up the sequence valve will open and allow flow through to the reverse rotate
valve. Providing that the reverse rotate valve has not been actuated (selected by a switch in cab), flow will
pass through the valve and onto the HOBO rotate cylinder extending it. If the reverse rotate valve has
been actuated, flow will pass through the valve and onto the cylinder retracting it.
When the HOBO clamp / rotate function is switched into reverse to let the rod go, flow comes from the
control valve straight to the clamp cylinder causing it to retract. Flow also goes to another sequence valve
set at 2250 psi. Once the clamp cylinder is retracted, pressure will build up and open the sequence valve
allowing flow through to the reverse rotate valve and onto the rotate cylinder causing it to either retract or
extend depending on what position has been selected for the reverse rotate valve.
Setting of Sequence valves for the HOBO

Two people are required for this procedure.
1) Position break out wrench in open or released position.
2) Break out wrench sequence valves are located on dust collector side of mast below auxiliary valve
bank, see previous slide.
3) Loosen and remove cap nut from adjustment screws. Loosen locknut.
4) Screw both adjustments fully in, but not overly firm.
5) Have helper operate break out wrench to undo pipe. Pipe clamp cylinder will operate to full stroke, but
rotate cylinder will not move.
6) Have helper hold valve in ‘ON’ position, adjust screw of the ‘A’ (top) valve slowly outward until rotate
cylinder actuates, adjust screw slightly more so that the cylinder operates freely. ‘A’ valve is now
correctly set. Tighten locknut.
7) Now have helper operate break out to retract, clamp cylinder will release pipe but rotate cylinder will not
move.
8) With helper holding lever to retract, adjust screw on ‘B’ (lower) valve slowly outward until actuation
occurs. Adjust slightly more to achieve free movement.
9) Tighten locknut and install both protection caps.
10) Break out sequencing is now working correctly.
NOTE: This procedure can also be found in Section 7 of the Service Manual.
147
Hydraulics
Rod Handling Components - HOBO
Adjustment Screw
To Drain
To Drain
‘B’ from Mast Valve
to Clamp Cylinder Rotate Cylinder - retract
- retract
Rotate Cylinder - extend
‘A’ from Mast Valve ‘B’ Valve

to Clamp Cylinder
- extend
‘A’ Valve
Mast Valving
Mast Valve HOBO HOBO

9 Spool Sequence Reverse
Valve (Optional)
148
Hydraulics
Mast Valving 9 Spool
149
Hydraulics
Auxiliary Functions
3 Spool Valve
The auxiliary function of main air is controlled by the
3 spool valve, the remaining spools are spares for
optional equipment. It is an open loop circuit which
goes from the pump, through the auxiliary manifold,
and then to the 3 spool valve. From there the flow goes
through which ever control valve has been actuated
(function selected), and on to the appropriate hydraulic
cylinder or motor. From there, flow returns back through
the control valve and back to tank via the return
manifold, and the return filters.
The spare spool positions can be used in case of
Main Air Spare
emergencies.
Spools
From Auxiliary To Return Manifold
Pressure Manifold
150
Control Valve Assembly
151
Hydraulics
Hydraulics
V01: Not Used With Electric Proportional Control Pumps

V03. Pilot Operated Directional Valve (Pulldown Pressure Control On/Off)
Piloted from Port 1, from the drill/tram solenoid (V17). This valve switches the feed pressure control
on in the drill mode, by allowing pressure from Mb Port on the R/H tram/feed pump, through Ports 2
& 3, then on to the maximum pulldown pressure relief.
V04. Maximum Pulldown Pressure Relief
This pilot operated, vented relief is set to the highest pulldown pressure required for the rock
formation. This setting can be remotely lowered by venting through Port 3 to the feed pressure relief
in the cab. Pressure from the Mb Port on the R/H tram/feed pump via V03 enters at Port 1 and when
the relief pressure is reached, pressure exits from Port 2 to X3 on the servo or the R/H tram/feed
pump, which de-strokes the pump. 5000psi is the standard setting but can be reduced if over feeding
is causing drilling difficulties.
Setting to 4000psi
1. Lower the rotary head to the mast base and hold the feed lever on.
2. Slowly increase the pull down pressure control in the operator cab until the pull down pressure
gauge stops climbing or reaches 4100psi
3. Switch auto feed on.
4. Adjust V04 relief until the pull down pressure gauge reads 4000psi.
5. Reduce the pull down pressure control to avoid overfeeding when drilling commences. Any
pressure up to 4000psi can now be selected.
152
Hydraulics
V05. Surge Protection Pressure Reducing/Relieving Valve.
This valve prevents over pressure of the servo when V04 valve pressure is reached. Setting is equal
to charge pressure - 450psi, so so this prevents pressure at X3 on the R/H tram/feed pump from
surging higher than charge pressure, which would reverse the feed. Flow is from Port 2 to Port1 but
is set using the relieving pressure, which is from Port 1 to Port 2.
Setting
1. Jack the machine until the tracks are clear of the ground
2. Connect a pressure gauge (0-580psi) to Test point TP08.
3. Activate tram lockout override.
4. With engine RPM at maximum, operate the right track at full speed in the direction which
indicates pressure at TP08.
5. Reduce the setting of V05 until the pressure drops then increase until the pressure stops rising.
The pressure should read 450psi. If 450 psi cannot be reached the charge pressure may be low,
V06 may be set to low, or the pump controller is not allowing the pump to reach full stroke.
V06. Surge Protection Relief Valve
This valve provides back up protection for V05 to prevent over-pressure at X3. Setting is 500psi.
This valve relieves from Port1 to Port 2.
Setting
1. Jack the machine until the tracks are clear of the ground.
4. With engine RPM at maximum, operate the right track at full speed in the direction which
indicates pressure at TP08.
5. Reduce the setting of V06 until the pressure drops then increase until the pressure stops rising
then increase the setting by 1⁄4 turn. The pressure should read 450psi. If 450 psi cannot be
reached the charge pressure may be low, V05 may be set to low, or the pump controller is not
allowing the pump to reach full stroke.
V07. Pilot Operated Directional Valve (Rotation Torque Control On/Off)
Piloted at Port 1 from the drill tram solenoid (V17), this valve switches the rotation pressure (Torque
Control) on in the drill mode by allowing pressure from M6 Port on the L/H tram/rotation pump
through Ports 2 & 3, then on to the maximum rotation pressure relief.
V08. Maximum Rotation Pressure Relief
This pilot operated vented relief is set to the highest rotation pressure required to provide enough
rotation torque to turn the drill bit during the drilling process. Usually set at 4000psi, this provides
80% of pump pressure in the forward direction only, so reverse rotation pressure (5000psi) is
capable of breaking out pipe joints. Venting Port 3 through the rotation torque control relief in the
cab can remotely lower this setting. When the relief setting is reached, pressure from Mb on the L’H
tram/rotation pump is directed to X3 on the servo of the L/H tram/rotation pump, which then de-
strokes the pump.
Setting to 4000psi
1. Engage the deck wrench on the spanner flats of a drill pipe or sub adaptor.
2. Forward rotate to stall the rotation.
3. Increase the setting of the rotation torque control valve in the operators cab until the pressure
stops rising or 4100psi rotation pressure is reached.
153
Hydraulics
4. Adjust VO8 relief until the rotation pressure gauge reads 4000psi.
5. Decrease the rotation torque control valve setting until the pressure begins to reduce. Any
pressure up to 4000psi can now be selected.
V09. Surge Protection Pressure Reducing/Relieving Valve
This valve prevents over pressure of the servo when V08 valve pressure is reached. Setting is equal
to charge pressure - 450psi, so this prevents pressure at X3 on the L/H tram/rotation pump from
surging higher than charge pressure, which would reverse the rotation. Flow is from Port 2 to Port 1
but is set using the relieving feature, which is from Port 1 to Port 2.
Setting
4. With engine RPM at maximum, operate the left track at full speed in the direction which indicates
pressure at TP07.
5. Reduce the setting of V09 until the pressure drops, then increase until the pressure stops rising.
The pressure should read 450psi. If 450psi cannot be reached the charge pressure may be low,
V10. Surge Protection Relief Valve
This valve provides back up protection for the V09 Valve to prevent over-pressure at X3. Setting is
500psi and the valve relieves from Port 1 to Port 2.
Setting
4. With engine RPM at maximum, operate the left track at full speed in the direction which indicates
pressure at TP07.
5. Reduce the setting of V10 until the pressure drops, then increase until the pressure stops rising.
The pressure should read 450psi. If 450psi cannot be reached the charge pressure may be low,
V11. Auxiliary Priority Pilot Valve
This pilot operated directional valve is piloted at Port 1 from V12 when the jacks/mast raise valve, or
any solenoid operated auxiliary function is operated. This will block flow from Port 3 and Port 4 so
pressure will build to close the pilot to close the check in the auxiliary/fan priority valve. This function
is to reduce the fan speed when auxiliary functions are used so more flow is available from the
auxiliary/fan pump.
V12. Shuttle Valve
This shuttle valve joins pressure from the auxiliary priority solenoid valve V15 and the load sense
line from the mast raise/jacks valve, to provide pilot pressure to V11.
V13. Reduced Pulldown Pressure Relief Valve (Optional)
This valve enters the circuit when V14 is energised. V14 is energised when the carousel is swung
into the pipe change position. The pulldown main relief (V04) is a vented relief, & V13 relief valve
lowers the maximum pulldown pressure to 900 psi, when the carousel is swung into the pipe change
position.
154
Hydraulics
V14. Reduced Pulldown pressure Solenoid Valve (Optional)
This solenoid valve receives a signal from a proximity switch when the carousel is in the pipe change
position. When the solenoid is energised oil flows from port 1 to port 3. This brings V13 into the
circuit & lowers maximum pulldown pressure to 2000 psi.
V15 Auxiliary Priority Solenoid Valve (Optional)
This solenoid operated directional valve is energised when any solenoid operated auxiliary function
is activated. Charge pressure is directed from Port 3 to Port 1 to provide pilot pressure to V12, then
onto V11, which controls the Fan Priority valve so the fans will slow down.
V16 Drill/Tram Interlock Solenoid Valve
This 3-way solenoid operated directional valve, takes charge pressure (450psi) at Port 2 and
supplies the Drill/Tram solenoid (V17) with pilot pressure provided the solenoid is activated. No
drilling or tramming functions can be performed when the solenoid is de-activated (interlocked).
The solenoid is de-activated in tram mode when -
• The Jacks are down
• Pipe is in the hole
V17. Drill/Tram Solenoid Valve
This 4-way solenoid operated directional valve is controlled by the drill/tram switch in the cab.
Charge pressure 450psi from the drill/tram interlock solenoid valve (V16), enters the valve at Port
2 and is directed to the tram brakes in tram mode via Port 3 and to the diverter valves, feed and
rotation pressure control pilot valves (V03 and V07) and auto pulldown solenoid valve (V18) in the
drill (energised) mode via Port 1.
V19. Set-up Interlock Solenoid Valve (Optional)
This 3-way solenoid operated directional valve takes charge pressure (450psi) at Port 2 and directs
it via Port 1 to supply pilot pressure to the jacks/mast raise pilot controls in the cab provided the
solenoid is de-energised. The solenoid is energised when,
• Pipe is in the hole
V20. Start Unloader Solenoid Valve
This 3-way solenoid operated directional valve connects pressure from the M Port on the auxiliary
fan pump to the X Port on the controller of the auxiliary/fan pump to load the pump, provided the
solenoid is de-energised. This unloads the auxiliary/fan pump during start-up.
155
Hydraulics
Water Injection
The oil supply for the water
injection drive motor is
supplied by the rear section of
the double gear pump.
Water Injection
Pump
RH Charge
Pump
Water Injection Circuit

Water Injection Valve
This valve is located at the back of the Mast “A”
frame and controls flow and pressure to the dust
collector or the water injection pump drive motor.
A dedicated pump driven from a through-drive on
the R/H tram/feed pump provides flow. The valve
is a solenoid operated directional valve which is
energised one way to provide flow to the dust
collector fan motor (Optional) and the other to
provide flow to the water injection motor.
Pressure is controlled by a relief valve cartridge
incorporated in the valve subplate. The relief is
set to 2250 psi.
Relief
Valve
2250psi
Water
Injection Valve
156
Hydraulics
157
Water Injection Circuit
Hydraulics
158
Electrical Components
160
Electrical Symbols
161
Machine Isolation
The battery isolator consists of a key switch, this will disconnect all electrical power to the starter motor and
prevent the engine from being started.
Note: All site isolation procedures must be followed when maintaining or servicing the drill rig.
Battery Enclosures MAIN Battery Isolator
Batteries and Alternator

The batteries and alternator on the SKF-12 are an integral part of the rig. If they are not in good operating
order, every operating component on the rig will be affected.
The batteries are four 12 Volt units that are wired together, two sets of 2 batteries in series to achieve
24 volts, then the two sets wired in parallel. If it is suspected that the batteries are failing, it is possible to
measure the voltage flow across them. Connect the red lead of a multimeter to the positive side of the two
batteries, and the black lead to the earth side of the two batteries. They should measure 24V when the rig is
stopped, when the rig is cranked over they should measure no lower than 19V, if they do the batteries need
to be replaced.
To test the alternator charging output, run the machine
at high idle and place the red lead of a multimeter on the
positive terminal, and the black lead onto the negative
terminal of the batteries. With the multimeter leads
connected as stated above, the reading should be between
26 - 28V. If it is not, and before immediately diagnosing
a faulty alternator, ensure that all the terminals from the
battery to the alternator are tight and in good condition, and
that the alternator drive belts are correctly tensioned and in
good condition.
24v Alternator and Drive Belt

162
Jump Starting
1. Always wear safety goggles when working around batteries.
2. DO NOT smoke when jump starting.
3. Jump start only with an external power source, having an electrical system of the same voltage, ground
polarity and equipped with battery or batteries of comparable size or larger.
4. DO NOT jump start using motor generator sets, welders or other sources of DC power.
6. DO NOT jump start 24V electrical systems with two 12V batteries connected in series. The current drain
will be too high on the 12V batteries possibly causing an explosion.
7. DO NOT permit metal-to-metal contact between the machine and starting vehicle and do not allow
jumper cable terminal clips to contact either vehicle as arcing may result in fire or explosion.
8. Use only jumper cables that are clean, in good condition, and are heavy enough to handle the starting
current.
9. Stand as far away as possible from batteries before actual starting.
Batteries
1. Acid burn, fire and explosion hazards exist when working around
drill and vehicle batteries. Sulfuric acid in batteries will cause severe
burns. Batteries emit hydrogen gas, which will burn or explode if
sparks or flame are present.
2. Always add battery water before starting up, not after shutting down.
Keep batteries filled and charged. A discharged battery will freeze at
much higher temperatures than a fully charged battery.
3. Wear protective clothing, gloves, an acid-resistant apron and a face
shield when servicing batteries.
1. Electronic Control
4. Always loosen vent caps from the weak batteries and cover with a
Module (ECM)
cloth before charging.
2. ECM Cable Plug-ins
5. DO NOT short across battery terminals. The spark can ignite gases.
6. Be sure battery fluid is at the proper level.
CAUTION: DO NOT weld on any part of the machine without first disconnecting the
negative battery cable or place the battery disconnect switch in the open
position. On machines equipped with electronic engine, disconnect the
connections to the Electronic Control Module (ECM) on the engine before
welding.
163
Electrical Circuits
Safety Switches (C15 electronic – 3412E Engine)

The C15 engine has an extra ECM and sensors so it is self monitoring. Fault codes are displayed by a red
light in the operators cab, diagnostic codes are described in the following pages.
The Compressor discharge temp and Interstage temp switches are wired “Normally Open” and will shut the
engine down by earthing Pole 27 (remote on engine OEM plug).
164
Flash Codes 3412E
Flash codes are used to represent diagnostic codes in the electronic system in order to alert the operator
that a problem exists. The flash codes are a two digit number. A series of flashes represents the flash code
on the diagnostic lamp.
Example: Flash code 27 would flash on the diagnostic lamp in the following manner.
● Two short flashes
Hesitation
● Seven short flashes
NOTE: Flash codes can represent more than one diagnostic code. Make a note of all of the
diagnostic codes that are represented by a particular flash code.
After the diagnostic codes have been determined, refer to the table of Flash Codes that represents the
diagnostic code.
FLASH DESCRIPTION CODE
13 Fuel Temperature open/short to +battery 174-03
13 Fuel Temperature to ground 174-04
14 Injection Actuation Pressure Control Valve open circuit 42-05
14 Injection Actuation Pressure Control Valve short to ground 42-06
17 Battery Voltage above normal 168-00
17 Battery Voltage below normal 168-01
17 Battery Voltage Intermittent 168-02
21 5 Volt Sensor Supply short to +battery 262-03
21 5 Volt Sensor Supply short to ground 262-04
21 Digital Sensor Supply short to +battery 263-03
21 Digital Sensor Supply short to ground 263-04
24 Engine Oil Pressure open/short to +battery 100-03
24 Engine Oil Pressure short to ground 100-04
25 Turbocharger Outlet Pressure signal above normal 273-00
25 Turbocharger Outlet Pressure open/short to +battery 273-03
25 Turbocharger Outlet Pressure short to ground 273-04
26 Atmospheric Pressure open/short to +battery 274-03
26 Atmospheric Pressure short to ground 274-04
27 Engine Coolant Temperature open/short to +battery 110-03
27 Engine Coolant Temperature short to ground 110-04
28 Throttle Position Sensor calibration required 91-13
32 Throttle Position Signal abnormal 91-08
34 Loss of Engine Speed signal 190-02
34 Engine Speed open/short to +battery 190-03
34 Engine Speed Sensor mis-installed 190-07
34 Engine Speed abnormal 190-08
34 Loss of Secondary Engine Speed signal 342-02
34 Secondary Engine Speed open/short to +battery 342-03
165
FLASH DESCRIPTION CODE
34 Secondary Engine Speed signal abnormal 342-08
37 Fuel Pressure open/short to +battery 94-03
37 Fuel Pressure short to ground 94-04
37 Engine Oil Temperature open/short to +battery 175-03
37 Engine Oil Temperature short to ground 175-04
38 Intake Manifold Air Temperature open/short to +battery 172-03
38 Intake Manifold Air Temperature short to ground 172-04
42 Engine Timing Calibration required 261-13
42 Turbocharger Outlet Pressure calibration required 273-13
42 Atmospheric Pressure calibration required 274-13
43 Injector Actuation Pressure open/short to +battery 164-03
53 Electronic Control Module Error 254-12
56 Personality Module mismatch 253-02
56 Check Programmable Parameters 268-02
64 Transmission Oil Pressure open/short to +battery 127-03
64 Transmission Oil Pressure short to ground 127-04
67 Transmission Oil Temperature open/short to +battery 177-03
67 Transmission Oil Temperature short to ground 177-04
71 Injector Cylinder 1 open circuit 1-05
71 Injector Cylinder 1 short circuit 1-06
166
Drilling Depth Indicator
Drilling Depth
Indicator
To Change Scale Factor Display Display

1. Change program disable dip switch to down position. Scale Factor
2. Press SEL>
3. With SCALE FACTOR on display press ENT. X.XXXX Current Scale Factor
4. Adjust flashing digit using the UP and DOWN arrows.
5. Move the flashing digit either LEFT or RIGHT using the X.XXXX New Value
side arrows < >.
6. With scale factor set, press ENT.
7. Press SEL> to return to operating display. Depth 0.0
To Adjust Scale Factor to a Known Depth:
F2
1. With drill pipe up press
RST
2. Lower drill pipe to a known depth, for example 2 meters.
3. Display may show an incorrect depth.
4. Divide the display reading into the known distance then multiply by existing scale factor. The answer is
the new required scale factor.
5. Adjust scale factor as listed above. This will recalculate the current depth.
6. Make minor adjustment to have display read exact depth, e.g. 2.0 meters.
DO NOT press F1 or F2 during the procedure. You will loose the current depth reading.
RST
7. Adjust total and rate scale factors to the same number.
Auto Lube Controller
Auto Lube
Controller
167
RED LION DISPLAY INITIAL SETTINGS
1. Wire unit to 12vdc power source per drawing 419429
Ensuring no connection is made to # 4 (inhibit) on the display (refers NO air switch)
Wire encoder using loom wires as pairs ;ie
White & black
White ; channel B output
Black ; channel A output
Red & black
Red ; 12VDC input
Black ; DC return (earth )
2. Check dipswitch settings on Duracoder are as shown (remove rear cover )
3. Check that dipswitches on display are as shown
3 a; Set dipswitch # 7 to down position for programming
4 Apply power and earth wires

PROCESS
5.Press sel ESC ESC ESC
Scale factor SEL SEL SEL

ENT ENT
Sel
SUB EDIT
Program mode MENU MENU
SEL SEL
Enter COUNT SF COUNT SF
1.0000 1.0000
Program scaling ESC ENT
SEL
Sel RATE SF RATE SF
1.0000 1.0000
COUNT SF = 1.000 set on site ENT
SEL
(Count Scale Factor) TOT SF
1.0000
TOT SF
1.0000
V SEL
ENT
RATE SF = 1.000 set on site CNT. SCM

X1
CNT. SCM
X1
ENT
V SEL
TOT SF = 1.000 set on site CNT. DP

0.00
CNT. DP
0.00
ENT
V SEL
RATE SCM RATE SCM
SCM = 1 X1 X1
ENT
(Count SF) * - ACTIVE ONLY WHEN THE PROGRAM SEL
DISABLE FUNCTION IS ENABLED. RATE PER RATE PER
Enter 1-4 - THE FOUR INDICATION DISPLAYS HOUR
ENT
HOUR
- DASHED LINE: MAIN DISPLAY LOOP
V - DASHED LINE: PROGRAMMING LOOP SEL
RATE DP RATE DP
COUNT DP = 0.0 0.0
ENT
0.0
(Decimal point) TOT DP

SEL
TOT DP
Enter 0.00
ENT
0.00
V CHG CNT
SEL
CHG CNT
W/SF-YES W/SF-YES
RATE SCM = 1 ENT
(Scale multiplier)
Enter
V
RATE PER = Hour
168
Enter Bat (Batch) reset to zero =
V enter
Rate DP ( Decimal point) = 0.0 V
B Auto RS disabled =
Enter enter
V V
Total DP ( Decimal point) = 0.0 Total rest to zero =
Enter enter
V Esc
Change count with scale factor = Yes V
Enter Program User
ESC Sel
To Bin MSG REQ = none
Program scaling enter
V V
Program rate User input 1 = MOM RST
Sel Sel
Min time = 5 sec V to
Enter MOM Reset Y/N = N - rate
V V
Max time = 5.5secs MOM Reset Y/N = N - peak
Enter V
Esc MOM reset Y/N = N - vali
V V
Program counter MOM reset Y/N = Y-process
Enter V
Sel MOM reset ; batch reset = N - batch
Count input quad = x1 (leave as is) V
Enter MOM reset ;total reset = N - Totals
V Enter
Process reset to zero =
Enter Esc
V
P Auto RS disabled V to
Enter User 2
V Sel
169
MOM Reset Y/N = N - rate Enter
V Sel
MOM Reset Y/N = N - peak V to
V Totals
MOM reset Y/N = N - vali Sel
V V
MOM reset Y/N = N -process Yes
V Enter
MOM reset ; batch reset = N - batch
V Esc
MOM reset ; total reset = Y - Totals Esc
Enter
Esc Program user
V
V Program outputs = no entries
No Mode on USER 3 Inhibit
V V
No Mode on USER 4 Program Display
V Sel
User F1 Same as > user input 1 Display 1
Sel Sel
V Sel
MOM Reset = Enter D1 line 1 = PRC value
V to Enter
MOM Reset V
Sel D1 line 2 = Tot value
V to Enter
Process = Yes
Esc
Enter Display 2
Sel
Esc D2 line 1 = PRC value
User F2 Same as > user input 2
Sel Enter
V to V
MOM Reset
170
D2 line 2 = Rate value V
Enter Operator access P2 = no
V operator access P3 =no
Esc V operator access P4 = no
Display 3 V operator access CLTD =no
Sel V operator access opt access SF’s = no
D3 line 1 = PrC value Esc
Enter V
V Pro code
D3 line 2 = Tot value Select
Enter V to 99
Enter
Esc V
User settings
V Select
Display 4 Esc
Sel
V
D4 line 1 = PRC-val Return dipswitch # 7 on display to up position
Enter
V Check display readouts by hand turning gear
on encoder
D4 line 2 select for = Rate value
F1 & F2
Enter
Esc
Display
Esc
V down to ;
Program options
Sel
V to Operator access = No
Sel
171
Auto Lube Controller - Setting Instructions
172
Tram Interlock - Drill Stem
Relay Location
Position Of Tram
Interlock Sensor
Electrical Circuit
173
Tram Interlock - Jack
Electrical Circuit
174
Lubrication And Preventative
Maintenance
Lubrication And Preventative Maintenance
Lubrication - Preventative Maintenance
Maintenance and day to day lubrication is essential to smooth running, and will
ensure that the drill will perform to it’s full potential.
This section will cover the points on the drill that will require daily/250/500/1000
and 2000hr lubrication and servicing.
These service intervals are set out to give optimal component life and to keep
the drill in Excellent Working Condition.
CAUTION ENSURE THE CORRECT PERSONAL PROTECTIVE

EQUIPMENT IS WORN WHEN PERFORMING ANY
SERVICE OR MAINTAINANCE TASKS
Safety Precautions
Isolate machine Ensure all
by using the stored pressure
correct lock has been
out procedure, released from
ensuring the the hydraulic
machine cannot and pneumatic
be started. systems.
Ensure that when refilling any oil’s that Caution must also be taken around hot
any oil spillage is cleaned up before surfaces and oils which may also be at
starting the machine. temperatures which may be potentially
dangerous.
177
Isolation - Battery Switch
Ensure that all site isolation procedures are followed prior to undertaking any servicing or preventative
maintenance duties. Machine must be “ISOLATED” before undertaking any maintenance or servicing
duties. The Battery Isolator switch will disconnect all machine electrical power. The Isolation Control Station
is located on the left side of the machine adjacent the battery compartment.
Danger Tag or Danger Lock

to be placed on the Battery
Battery Isolation Isolator Switch immediately
Switch after isolating the machine
Track Checks And Lubrication
General Track Equaliser

Assembly Bar Clevis
Final Drive Fill

Point and Fill
Level - Position
plugs on final
drive in the 6
and 9 o’clock
positions
Final Drive Drain Point Check grease supply - will be

visible around pivot
178
Track Checks And Lubrication
10hrs Or Daily
● Check/Clean/Adjust Track Chain’s, Rollers And Sprockets As Required
● Check Track Frames, Axles, Mounts For Security And Tension
250hrs
● Check/Refill Track Final Drives (85W-140) 12 litres
500hrs/1000hrs/2000hrs
● Track Drive Gearbox’s Drain/Refill (85W-140) 12 Litres Per Final Drive
● Check/Adjust Track Chains
Engine Checks And Servicing
Engine Oil
Fill Point
Engine Oil Engine Oil Fuel Filters

Filters Dipstick
179
Engine Checks And Servicing
10hrs/Daily
● Check/Refill Engine And Engine Reserve Tank (15W40)
● Check/Refill Engine Fuel Tanks -
● Drain Water From Fuel/Water Separator
● Clean/Check Air Filter Dust Bowls
● Check Air Filter Indicator When Engine Is Running
● Check Air Induction Clamps And Hoses For Security
250hrs
● Replace Primary Engine Air Filter (Primary P/N 0065322)
● Check Replace If Required Engine Safety Air Filter (Safety P/N 0065320)
● Drain/Refill Engine Oil From Sump
● Change Oil Filters (P/N 0045495)
● Change Fuel Filters (P/N V007584 Primary, 0045487 Secondary)
500hrs
● Drain/Refill Engine Oil From Sump
● Replace Engine Oil Filters (P/N 0045495)
● Replace Fuel Water Separator And Clean Bowl
● Replace Fuel Filters (P/N V007584 Primary, 0045487 Secondary)
● Drain Water From Fuel Tank
● Replace Engine Air Filters Primary/Safety (Primary P/N 0065322) (Safety P/N 0065320)
● Clean Engine Air Filter Housing
● Clean Engine Crankcase Breather
1000/2000hrs
● Replace Engine Coolant 165 litres
● All Check’s And Servicing Carried Out In Previous Service Interval’s To Be Done At These Interval’s
Alternator Checks And Servicing

250hrs
● Check Alternator Condition And Belt Tension
Alternator
Drive Belt
Belt Tension
Adjuster
Alternator
Pulley
180
Air Conditioner Checks And Servicing
250hrs
● Check Tension And Condition Of Air Conditioner Belts
500hrs
Replace Air Filter (P/N V009230)
1000hrs
● Clean Air Conditioner Condenser
● Clean Air Conditioner Evaporator
Air Conditioner
Drive Belts Air Conditioner Air
Filter Assembly
Compressor Air Conditioner

Belt Adjustment Compressor
Drive Shaft Checks And Maintenance Dipstick

10hrs/Daily
● Check/Refill Pump Drive Box Oil
● Grease Spicer driveline
500hrs
● Drain/Refill Pump Drive Oil (85W 140 - 7Litres)
● Replace Pump Drive Breather (P/N 0057311)
1000hrs
● Re-torque Drive Shaft Mounting Bolts
● Check For Cracks And General Condition Of Rubber
On Drive Shaft Assembly (Centa Driveline)
Pump Drive Drive Shaft

Box Breather Mounting Bolts
181
Compressor Check And Service Point
Compressor Air Receiver Compressor Oil Filter
Compressor Checks And Servicing

10hrs/Daily
● Compressor Oil Check Level
● Check For Leaks Or Any Damaged Hose’s
● Compressor Air Filter Check Indicator (whilst running)
250hrs
● Replace Compressor Primary Air Filter
● Check/Replace If Required Compressor Safety Air Filter
● Check/Refill poppet valve spring chamber, if oil injection not fitted.
500hrs
● Compressor Air Filter’s/ Replace (Safety P/N 0065320)(Primary P/N 0065322)
● Clean Compressor Air Filter Housing
● Replace Compressor Main Oil Filter (Ensure That When Filter Is Replaced, The O-ring In The Filter
Housing Is Replaced) (P/N 0401857) (O-ring P/N 0016577)
● Clean Compressor Scavenge Screen
● Check/Adjust Compressor Regulators: High 350psi Low 210psi
● Check/Adjust Compressor control Regulator (50psi @ Port2)
● Drain Water From Receiver Tank
2000hrs
● Replace Compressor Oil (ISO 46 190 Litres)
Ensure all stored pressure is removed from the compressor receiver tank before removing filler cap
● Replace Compressor Separator element (P/N V000577)
● Replace Compressor Scavenge Screen
182
Cooler Checks And Servicing
Coolant Level Coolant Fill
Sight Glass Cap
10hrs/Daily
● Check Level Add As Required
● Check All Hoses For Wear And Damage Engine Radiator Assembly
● Check/Clean As Required
500hrs
● Check Condition Of Radiator Cap
● Test Engine Coolant And Replace As Required
1000hrs
● Wash Radiators And Coolers (External)
2000hrs
● Drain Refill Engine Coolant
183
Hydraulic Checks And Servicing
Hydraulic
Tank Level
Hydraulic Hydraulic
Case Filter Return Filter
Hydraulic
Hydraulic Hydraulic
Tank Level
Loop Filters Charge Filters
10hrs/Daily
● Hydraulic Tank Level Check/Add If Required (ISO 68)
● Check For Any Leaks Or Damaged Hoses
500hrs
● Replace Hydraulic Loop Filters (P/N V011136)
● Replace Hydraulic Charge Filters (P/N V011135)
● Replace Hydraulic Return Filters (P/N 0088594)
1000hrs
● Replace Breather on Hydraulic Tank (P/N 0057311)
2000hrs
● Check/Adjust Pressures On Hydraulic Pumps
● Check/Adjust Pressures On Hydraulic Valves
● Replace Hydraulic oil ( ISO 68 - 850 Litres)
184
A-Frame And Mast Pivot Point Checks and Maintenance
A-Frame
Mast Pin
retaining
bolts
Mast Pivot Mast Pivot Mast Raise Cylinder

Cap Bush Lower Clevis/Pin
Mast Raise
Cylinder Upper
Clevis/Pin
Mast Pin
retaining bolts
Mast Pivot Cap Bolts 1363ft/lbs
10hrs/Daily
● Check Mast A-Frame For Security And Damage
● Check Mast Raise Cylinder Pins For Security/Damage
● Check Pivot Caps For Security
500hrs
● Check Torque On Mast Pivot Cap Bolt (1363 ft/lbs)
(Replace bolts if any movement is encountered to achieve correct tension)
● Check Condition Of Pivot Bushes
185
Rotary Head Check And Service Points
Rotary Head Fill
Breather Point
Wear
Pads
Drain
Point
Spindle Top Sub Sight

Glass
10hrs/Daily
● Lubricate Air Swivel
● Check Rotary Head Mounting Bolts For Security
● Check For Leaks
● Check Oil level In Sight Glass (85/140)
250hrs
● Check/Replace Rotary Head Wear Pads/Shim’s
500hrs
● Drain/Refill Rotary Head Oil (85W140 54 Litres)
● Check Rotary Head Spindle For End Float
● Re-torque Rotary Head Mounting Bolts
1000hrs
● Re-torque Pre-load On Spindle Bearings In Rotary Head (Pre-load .002”-.004”)
2000hrs
● All Previous Checks To be Carried Out As Required By Maintenance Schedule
186
Checks And Servicing Pull Down/Hoist Sheaves And Ropes
Sheave Travelling Top Sheaves

Pins Sheaves And Brackets
Feed Cylinder Top Rop Adjustment

Nuts And Locking Nuts
Daily/10hrs
● Check There Is Sufficient Amount Of Lubrication To All Sheave Bearings
● Check Condition And Adjustment Of Hoist/Pull Down Ropes
● Check Hoist – Pulldown Cylinder Guide Wear Pads and Retaining Bolts
● Traveling Sheave Mounting Bolts
250hrs
● Check/Adjust Pull down And Hoist Ropes Adjustment
500hrs
● Check And Replace Permalubes On Traveling Sheaves (if fitted)
● Check Security And Split Pins On Pull Down And Hoist Rope Clevis’s
187
Cabin Checks And Service Points
Cabin Mounts
10hrs/Daily
● Check Cab Mounts For Security Or Damage
● Check Operator Seat And Controls For Correct
Function Seat
● Check Deck And Walkways For Security Or Any Controls
Damage
Seat Air
500hr
Supply Hose
● Lubricate Hinges And Catches On Operators
(Optional)
Cabin Doors
Seat Mounts
Fire Suppression (Optional) Checks And Services

10hrs/Daily
● Check system charge on Fire Suppression
● Check Condition And Security Of Fire Extinguishers
● Report Any Damage Or Undercharged System
Fire
Suppression
Activating
Cylinder
Fire
Suppression
Foam Tanks
188
Battery Checks And Servicing
500hrs
● Check Electrolyte Level In Batteries
● Check/Clean Terminals
● Check Batteries Clamp For Security
and Tightness
Battery Bank
Bean Pump Checks And Maintenance

10hrs/Daily
● Check Water Tank Level Relief
Valve
250hrs
● Check Oil Level, Add If Required (15W-40)
500hrs
● Drain/Replace Oil In Bean Pump (15W40 1 Litre)
● Clean Water Pump Strainer
● Check Water Pump Coupling
● Check Water Pump Pressure, Adjust to 375psi if required
2000hrs
● Replace Water Injection Strainer
Fill Point
Fill Level
Drain Drive Coupling

Point (Behind cover)
189
Lubrication System Checks And Servicing
10hrs/Daily
● Check/Refill Central Lube Pump Lubricator (ISO-68 100ml)
● Check/Refill Pipe Thread Lubricator ( ISO-68 100ml)
● Check/Refill Hammer Oil Pump Lubricator ( ISO-68 100ml)
Lubricator
Pump Moisture Solenoid Pressure

Regulation Trap Switch
Set at 60psi
Central Lube Pump
190
SERVICE POINTS
WATER INJECTION TANKS (3)

396 GAL. (1500 L) WATER INJECTION PUMP
COMPRESSOR AIR/OIL RECEIVER TANK
WIGGINS
QUICK FILL STATION WIGGINS
QUICK FILL STATION
COMPRESSOR AIR CLEANER
AIR COMPRESSOR
ENGINE AIR CLEANER
OIL INJECTION TANK (OPTIONAL)

15 GAL. (56.8 L)
COMPRESSOR OIL FILTER
ENGINE RADIATOR/
HYDRAULIC OIL COOLER
FRONT FUEL TANK 423 GAL. (1601 L)
CATERPILLAR 3412 DIESEL ENGINE
BATTERY BOXES
CENTRAL LUBE SYSTEM PUMP
REAR FUEL TANK 357 GAL. (1351 L)
PUMP DRIVE GEARBOX
CHARGE FILTER MAIN RETURN FILTER
CASE DRAIN FILTER

LOOP FILTERS
HYDRAULIC TANK 170 GAL. (643 L)
DRILL STEM THREAD LUBRICATOR
ARROW POINTING UPWARDS!

DRAIN OIL WITH THIS
CHECK OIL LEVEL AND
ROTARY DRIVE GEARBOX
191
Lubrication And Maintenance Chart
Interval Service Point Service Required Lubricant Required Capacity
Daily Engine Oil (Cat 3406, C-15) Check / Add if required 15W-40 (factory fill) 36 qt. (34 L)
or Engine Oil (Cummins QST30) Check / Add if required 15W-40 (factory fill) 140 qt. (132.5 L)
Each Engine Oil (Cat 3412) Check / Add if required 15W-40 (factory fill) 72 qt. (68 L)
Shift Fuel Tank Check/Fill if required Diesel Fuel (see note 1) 375 gal. (1419 L)
Fuel/Water Separator Drain water
Engine Coolant Check / Add if required 50/50 Anti-freeze/Water see note 2
Hydraulic Oil Tank Check / Add if required AW MV ISO 68 180 gal. (681 L)
see note 3
Separator Tank (low press) Check / Add if required Dexron III ATF 58 gal. (220 L)
Separator Tank (high press) Check / Add if required ISO 46 35 gal. (132.5 L)
Water Tank (optional) Check / Add if required Water/Anti-freeze 200 gal. (757 L)
Pump Drive Gearcase Check / Add if required 85W-140 Gear Oil 6.75 qt. (6.4 L)
Air Cleaners Check Service Indicators
Oil Filters Check Service Indicators
NOTE: Indicators may show change or by-pass
when fluid is cold; reset and check again.
Radiator & Coolers Check / Clean
Shock Sub & Air Swivel Lubricate NLGI No. 2 Grease
Tracks, Rollers, Sprockets Check / Clean
Track Frames, Axles, Mounts Inspect Integrity / damage
Mast & A-Frame Inspect Integrity / damage
Cab Mountings Inspect Integrity / damage
DecK & Surrounds Inspect Integrity / damage
Rotary Head & Motor(s) Check
Pulldown/Hoist Ropes Inspect
Pulldown Sheaves Check that they are getting grease.
Grease Pump Lubricator Top Up Dexron III
Pipe Thread Lubricator Top Up Dexron III
DTH Hammer Reservoir Top Up Rock Drill Oil - Grade 30 15 gal. (57 L)
(optional for use with down-the -hole hammer)
Fire Suppression System Charged?
Fire Extinguisher Charged / Secure
Operating Controls Check that all function correctly
Walk Around Inspection Report any leaks, damage, etc.
Weekly Cooler Fan Check / Torque mounting bolts

or Hydraulic Filters Initial Change, then every 500 hours
50 Hours Coolant Filter (if equipped) Initial Change, then every 500 hours
Separator Tank Initial Change, then every 300 hours ISO 46
Compressor Oil Filter Initial Change, then every 250 hours
Rotary Gearcase Check / Add if required 85W-140 Gear Oil
Compressor Inlet Valve Lubricate - 2 places NLGI No. 2 Grease
PLUS ALL ITEMS LISTED IN DAILY SERVICE
192
100 Track Final Drive (Intertrac) Initial Change, 200 hrs., then yearly 85W-140 Gear Oil
to Water Injection Pump (opt.) Initial Change, then every 500 hours 15W-40 1 qt. (.95 L)
250 Winch (Braden BG-8) Initial Change at 100 hrs. of winch 85W-140 Gear Oil 4 pints (1.9 L)
Hours operation, then every 1000 hrs. or
6 months (whichever occurs first).
Compressor Oil Filter Change
Engine Oil & Filter Change at 250 hours 15W-40 (factory fill) see daily
Engine Fuel Filter(s) Replace
Engine Air Filter (primary) Replace
Engine Air Filter (safety) Check
Engine Coolant Condition Check/Refill/Test Water/Anti-Freeze 50/50 see daily
Engine Coolant Filter Replace
Radiator Cap Check Condition
Batteries Clean / Top Up Distilled Water
Fuel Tank Drain Water
Comp. Air Filter (primary) Replace
Comp. Air Filter (safety) Check
Comp. Receiver Tank Drain Water
Receiver Tank Oil Level Check/Refill Dexron III
Comp. Control Cyl. Orifice (HP) Clean
Comp. Main Oil Filter Replace
Comp. Control Regulator (HP) Check / Adjust, Inlet Port 1 - 80psi, Port 2 - 50psi
Press. Control Regulators (HP) Check/Adjust - Low 210psi Hi 350psi
Pump Drive Gearbox Check / Refill 85W-140 Gear Oil 6.75 qt. (6.4 L)
Track Final Drive Gearboxes Check / Refill 85W-140 Gear Oil see daily
Rotary Drive Gearbox Drain & Replace Oil 85W-140 Gear Oil
Rotary Drive Spindle Check Preload (.002 - .004")
Rotary Head Wearpads Check / Replace (shim as required)
Water Pump Pressure Check, LP=150 PSI (10 bar),
HP=375 - 400 PSI (26 - 28 bar)
Water Pump Oil Level Check / Refill SAE 30 1 qt. (.95 L)
Water Pump Strainer Clean
Water Pump Coupling Check
Air Conditioner Belts Check / Adjust
Alternator Belts Check / Adjust
Mast Pivot Pins/Bushings Check / Lube NLGI No. 2 Grease
Hoist/Pulldown Ropes Check / Adjust per service manual
Track Chains Check / Adjust per service manual NLGI No. 2 Grease
PLUS ALL ITEMS LISTED IN DAILY & 50 HOURS SERVICE
Every Separator Tank Change Oil ISO 46 see daily

300 See Compressor Oil Lubrication Chart for alternate oils and change intervals.
Hours
193
500 Hydraulic Fluid Initial Change, then every 1000 hrs. AW MV ISO 68 180 gal. (681 L)
Hours Hydraulic Filters Replace
Engine Air Filter (safety) Replace
Engine Crankcase Breather Check / Clean
Comp. Control Air Filter Replace
Comp. Air Filter (safety) Replace
Air Filter Housings Clean
Pump Drive Gearbox Oil Drain/Replace 85W-140 Gear Oil 6.75 qt. (6.4 L)
Winch (Braden BG-8) Check Oil Level 85W-140 Gear Oil 4 pints (1.9 L)
Water Injection Pump (opt.) Change Oil SAE 30 1 qt. (.95 L)
Water Injection Pump Strainer Replace
Dust Collector Check Timer Cycle (3.5 - 6 sec.)
Check air pressure, approx. 40 psi (2.8 bar)
Air Conditioner Filter Replace
PLUS ALL ITEMS LISTED IN DAILY / 50 / 100 - 250 HOURS
1000 Track Final Drive Gearbox Oil Drain / Replace 85W-140 Gear Oil see daily
Hours Winch (Braden BG-8) Oil Drain / Replace at 1000 hrs. or 6 85W-140 Gear Oil 4 pints (1.9 L)
months, whichever occurs first.
Rotary Drive Spindle Check Preload (.002 - .004")
Hydraulic Tank Drain, Clean, Replace Oil AW MV ISO 68 180 gal. (681 L)
PLUS ALL ITEMS LISTED IN DAILY / 50 / 100-250 / 500 HOURS
2000 Comp. T -Tank Separator Replace

Hours Comp. Return Strainer Replace
Engine Coolant Drain, Flush, Replace Water / Anti-Freeze 50/50 see daily
All Pump Pressure Settings Check / Adjust Per Service Manual
All Valve/Other Settings Check / Adjust Per Service Manual
PLUS ALL ITEMS IN DAILY / 50 / 100-250 / 500 / 1000 HOURS
NOTES:
1. No. 1-D or No. 2-D diesel fuels as listed in ASTM D975 are acceptable fuels.
2. Distilled water or deionized water is recommended for use in engine cooling systems. Do not use hard
water, softened water that has been conditioned with salt or sea water. Use a 1:1 mixture of water/glycol
for optimum performance.
3. Chevron AW MV ISO 32 is the standard factory fill for hydraulic fluid. Other fluids may be used if they
meet the specifications listed in this section.
194
Equipment Lubrication
Determination of when oil changes are made, filters and filter elements are to be cleaned and/or replaced,
and lubrication of equipment is required, should be based on the severity of operation.
CAUTION: Recommended lubrication instructions provided herein are based upon

normal operation, and should be varied in accordance with other than
normal operating conditions.
Equipment lubrication diagrams and charts have been included to show the general location of points and
equipment which require scheduled and periodic lubrication. The lubrication charts list the various lube
and check points, filters and filter elements, and provides data such as quantities, types of lubricants
recommended, and the recommended frequency of lubrication.
NOTE: For additional lubrication information, refer to vendor manuals provided with the drill.
Care of Lubrication Points

Before lubricating, or filling hydraulic fluids, the fittings, caps, and filler plugs should be thoroughly cleaned
to prevent contamination.
WARNING: After lubrication and filling, remove excess spills. Always keep fittings,
caps and fill plugs clean of foreign matter.
Compressor Lubrication Procedure

• Service air filter as required:
• The dry air filter, supplied as standard equipment, should be serviced as indicated by the restriction
gauge located on the filter housing or instrument panel. When this gauge shows red, it is time for service.
• In conditions of contaminated atmosphere, it is recommended to frequently clean the oil cooler.
• Drain Receiver Condensate:
In periods of cold weather and/or high humidity, partially open receiver drain valve prior to start-up to
remove water. Close when oil appears.
• Check oil level each shift:
The level is checked at the sight glass with machine levelled. To check the oil level, the machine must be
shut down long enough to permit oil foam to settle or check before start-up at the beginning of the shift.
Oil level should be at the center of the sight glass.
• Change oil every 500 hours:
Use Dexron III ATF - consult factory for specific recommendations if extremely severe duty is
encountered. Change oil filter element.
• Lubricate control and linkage. Clean oil return line strainer.
Winch Assembly Lubrication (Braden BG-8)

1. Gear housing should be kept filled to the level of the side plug with SAE 85W/140 all purpose gear oil.
2. Gear housing should be drained and filled with new oil after the first 100 hours of winch operating time.
Then oil should be changed every 1000 hours of winch operating time or every six (6) months, whichever
occurs first.
3. Do not mix different kinds of oil.
195
Compressor
Compressor oil should conform to the following specifications:
A. Synthetic compressor Oil ISO 46
B. Non-Detergent Turbine or Hydraulic Type Oil
Viscosity @ 100oF 160-200 SSU
Viscosity @ 0oF 11,000 SSU Maximum
Viscosity Index 90 Minimum
Pour Point Fo
20o Lower than minimum starting temperature
Flash Point oF 400 Minimum
Rust Inhibitor ASTM, D665-54 No Rust after 24 hours
Oxidation Inhibitor ASTM, D943-54 Neutral No. 2.0 or less after 1000 hours
Anti-Foam Inhibitor ASTM, D892-46T, 3 cycles stability nil.
C. Automatic Transmission Fluid
Viscosity @ 100oF 184.2 SSU
Viscosity @ 210 F o
49.1 SSU
Viscosity Index 150.
Pour Point oF -40
Flash Point 390
D. Premium quality heavy-duty engine oil which meets the performance classification, letter designation, SE
or CD of SAW J183 or MIL-L-2104C.
Ambient Temperature: Grade
-10 F to 90 F
o o
SAE 10W
Above 90o F SAE 20W, 20
NOTE: Most oils approved for use in the closed loop system are satisfactory compressor
lubricants.
Lubricating Grease
Use SAE designation MPGM which contains 3-5% Molybdenum disulfide conforming to MIL-M-7866 and a
suitable corrosion inhibitor.
NLGI Grade No. 2 is suitable for most temperatures. Use NLGI No. 1 or 0 for extremely low temperatures.
Gear Lubricant
Use any oil which meets EP gear lubricant specification MIL-L-2105C or API-GL-5 of SAE J3083C.
Lubricant Grades:
Below -10o F (-23o C) ambient use 40W.
Above -10o F (-23o C) and up to 100o F (37.8o C) ambient use 80W-90 or EP90.
Above 100o F (37.8o C) ambient use 85W-140.
Optional: Mobil SHC 635 synthetic or equivalent (all temperature ranges).
196
Hydraulic System
Selection of Hydraulic Oil
These selections assume "normal operating conditions" as expected in quarry or quarry-like operations.
Hydraulic oils meeting the following specifications will be acceptable for use in the SKF and SKS Rotary
Blasthole Drills. Machines are factory filled with ISO 32 oil, unless specified otherwise when ordered.
CHEVRON AW MV or EQUAL
ISO Grade 15 32 46 68 100
CPS Number 232953 255678 255679 232952 232950
API Gravity 27.3 32.6 31.9 30.9 30.7
Viscosity, Kinematic
cSt at 40OC 15.8 30.4 43.7 64.6 95.0
cSt at 100OC 4.0 6.1 8.0 10.6 13.5
Viscosity, Saybolt
SUS at 100OF 85.3 155 222 329 487
SUS at 210OF 39.7 46.6 53.0 62.3 73.4
Viscosity Index 159 153 157 154 143
Pour Point, OC (OF) -54 (-65) -48 (-54) -42 (-44) -42 (-44) -39 (-38)
Flash Point, OC (OF), min 150 (302) 190 (374) 186 (367) 212 (414) 232 (450)
Oxidation Life
ASTM D 943 hr.1 _ 3000+ 3000+ 3000+ 2000+
DO NOT use these products in high pressure systems in areas subject to fire hazard.
1
6000+ hours for IS0 32, 46 & 68 from the West Coast (Richmond, El Segundo and Willbridge).
Diesel fuel or kerosene used as dilutants for cold weather operation are not recommended, as they are not
sufficiently refined products.
Do not use any fire resistant fluids or non-petroleum oils without consulting Reedrill.
Hydraulic Tank Capacity

Model Capacity Notes
SKF-12 180 gal. (681 liters) Fluid level should be at the half-way point on the sight gauge on the
tank, when all cylinders are fully extended.
Fluid level should be near the top of the sight gauge, when all
cylinders are fully retracted.
197
Torque Values for Standard Fastners
Torque Values: Bolts, Screws and Studs (Lubricated or Plated)
Tolerance Values in all cases to +5 % - 0 % of the Value listed below.
Note: K = .15 for plated or lubricated fasteners.
Nominal SAE Grade 5 ASTM A-449 SAE Grade 8
Diameter Tightening Torque Ft. Lbs. Tightening Torque Ft. Lbs.
(Nm) Newton meter (Nm) Newton meter
1/4 6 (8.2) 9 (12.2)
5/16 13 (17.7) 18 (24.5)
3/8 23 (31.3) 33 (44.9)
7/16 35 (47.6) 55 (74.8)
1/2 57 (77.5) 80 (108.8)
9/16 82 (111.5) 115 (156.4)
5/8 113 (153.7) 159 (216.2)
3/4 200 (272) 282 (383.5)
7/8 322 (437.9) 455 (618.8)
1 483 (656.9) 681 (926.2)
UNC 1-1/8 596 (810.6) 966 (1313.8)
1-1/4 840 (1142.4) 1363 (1853.7)
1-3/8 1102 (1498.7) 1786 (2429)
1-1/2 1462 (1988.3) 2371 (3224.6)
1-3/4 1714 (2331)
2 2576 (3503.4)
2-1/4 3768 (5124.5)
2-1/2 5155 (7010.8)
2-3/4 6996 (9514.6)
3 9231 (12554.2)
1/4 7 (9.5) 10 (13.6)
5/16 14 (19) 20 (27.2)
3/8 26 (35.4) 37 (50.3)
7/16 40 (54.4) 60 (81.6)
1/2 64 (87) 90 (122.4)
9/16 91 (123.8) 128 (174.1)
5/8 127 (172.7) 180 (244.8)
UNF 3/4 223 (303.3) 315 (428.4)
7/8 355 (482.8) 502 (682.7)
1 528 (718.1) 746 (1014.6)
1-1/8 668 (908.5) 1083 (1472.9)
1-1/4 930 (1264.8) 1509 (2052.2)
1-3/8 1254 (1705.4) 2034 (2766.2)
1-1/2 1645 (2237.2) 2668 (3628.5)
1-3/4 1879 (2555.4)
2 2857 (3885.5)
2-1/4 4127 (5612.7)
UN 2-1/2 5726 (7787.4)
2-3/4 7693 (10462.5)
3 10064 (13687)
198
Torque Values for Split Flange Connections
The following chart provides the tightening torques for split flange connections used in hydraulic systems.
Split flanges and fitting shoulders should fit squarely. Install all bolts, finger tight and then torque evenly.
NOTE: Over-torquing bolts will damage the flanges and/or bolts, which may cause leakage.
Bolt Torque
Flange Size Bolt Size Newton Meters Pound-Force/Foot
in Inches (*) in Inches (N m) (lbf.-ft.)
1/2 5/16 20-24 15-18
3/4 3/8 30-37 22-27
1 3/8 37-47 27-35
1-1/4 7/16 47-61 35-45
1-1/2 1/2 62-79 46-58
2 1/2 75-88 55-65
2-1/2 1/2 107-123 79-91
3 5/8 187-203 138-150
3-1/2 5/8 159-180 117-133
NOTE: (*) Inside diameter of hydraulic tube or hose fitting
Torque Values for Hydraulic Tubes and Fittings

"O" Rings Boss Plugs
Tube Nuts and Swivel Nuts
for 37o Flared Fittings JIC 37o Seat
Torque Torque
Size Tubing Thread Newton Pound- Newton Pound-
O.D. Size Meters Force/Foot Meters Force/Foot
in Inches in Inches (N m) (lbf.-ft.) (N m) (lbf.-ft.)
4 1/4 7/16-20 14-27 10-20 8-14 6-10
5 5/16 1/2-20 20-34 15-25 14-20 10-15
6 3/8 9/16-18 34-47 25-35 20-27 15-20
8 1/2 3/4-16 54-75 40-55 34-41 25-30
10 5/8 7/8-14 75-102 55-75 47-54 35-40
12 3/4 1-1/16-12 102-129 75-95 81-95 60-70
14 7/8 1-3/16-12 129-156 95-115 95-108 70-80
16 1 1-5/16-12 156-197 115-145 108-122 80-90
20 1-1/4 1-5/8-12 203-244 150-180 129-156 95-115
24 1-1/2 1-7/8-12 271-339 200-250 163-190 120-140
32 2 2-1/2-12 407-475 300-350 339-407 250-300
NOTE: Above Torque figures are recommended for plain, cadmium or zinc plated fittings, dry or
wet installations. These torques are not recommended for tubes with wall thickness of
0.035 in. (0.89 mm) or less.
199
Notes

SKF 12F18 19 - Training - 04 09 06

Transféré par

Informations du document

Titre original

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

SKF 12F18 19 - Training - 04 09 06

Transféré par

Droits d'auteur :

Formats disponibles

SKF-12

The training course will cover the following topics:

SKF - 50,000LB PULLDOWN/HOIST CAPABILITY

SKS - 78,000LB PULLDOWN /HOIST CAPABILITY

SKSS - 87,000LB PULLDOWN/HOIST CAPABILITY

© TEREX REEDRILL 2006

PERSONAL PROTECTIVE EQUIPMENT

Remember… properly worn

Rather than being seen as an inconvenience,

Isolation Key Switch Personal Danger

Danger: Contaminated air will cause severe

Warning: Unit overturn can cause serious injury

Warning: Moving parts can cause serious injury or

High Pressure Air or Fluid

Warning: High-pressure air or ﬂuid has the capacity

Be sure all safety guards, hand rails and access steps/

Always maintain three-point contact

Be sure all connections in compressed air lines are

Be sure that prior to starting, all controls are in neutral or off

Ensure auto feed switch is in off position.

Do not operate the machine without ﬁrst checking that all

Do not attempt to remove the radiator cap when the engine

Do make sure the carousel is rotated, locked in the non-pipe-loading

Do make sure dust is suppressed whilst drilling using water injection.

Do ensure that any service work on the mast or at heights only be

Operator Cab Vision

Shaded area deﬁnes the

FIRE SUPPRESSION EMERGENCY ACCESS

MAIN ELECTRICAL CABINET

FIRE SUPPRESSION TANKS ISOLATOR BOX

E/STOP EMERGENCY ACCESS

MAST ACCESS LADDER

MAST ACCESS LADDER

FIRE SUPPRESSION TANKS

Compressor Hydraulic Oil

Engine Oil Auxiliary

Fuel Pressure Engine

Battery Isolation Switch

Propelling The Machine

CAUTION: Propelling the machine across rough/ undulating terrain or across

Raising And Lowering Jacks

Raising The Mast:

Transient Stability Limits

Intertrac Undercarriage Modular Power Train

Main Frame Fully Completed

Engine Skid Mount Cab Mount

Rear Jack Front Jacks (One Control)

Counterbalance Valves Proximity Switch

Track Frame Track Frame

Centre Equaliser Crawler Pivot Spherical Equaliser Bar

Final Drive Assembly Front Idler

Triple Grouser Plates

Propel Motors Upper Support Rock Lower Track

Case Drain Final Drive

Final Drive Assembly

Caution: Do not exceed normal tram speeds when towing machine.

M10 x 25 Cap Screws

Caterpillar V12 Engine Servicing PUMPS

Engine temperature sender

Oil pressure sender

Engine hour meter pressure switch

Air Cleaner Assembly

Inner and Outer Air Filters