OPERATION

OPERATION AND
AND MAINTENANCE
MAINTENANCE MANUAL
MANUAL

Publication No.
No. 13xx,
1400, Rev.
Publication
Rev.00

DPIS-1-HED
DPIN1HED
SERIAL
SERIAL NO.
NO. 202XXX
202839

* DPIS CHASSIS
* PRB3-50CHASSIS
BOOM
DPIN
* HCF-16 FEED
SINGLE
BOOM
* HYDRAULIC TRAM
HYD/ELECTRIC
* ELECTRIC/DIESEL DRILL

2008
2008
Oldenburg
Oldenburg
Group
Group
Incorporated
Incorporated
All
rights reserved
All rights reserved

DRILL

FOR PARTS & SERVICE ASSISTANCE:

CALL TOLL FREE (877) 243-7455

E-Mail: hardrockpartsandservice@oldenburggroup.com

REGIONAL SALES AND SERVICE CONTACTS

NORTHEAST:

Sales:
Service:

Donald Miller
Norm Bowley

Mobile:
Mobile:

(443) 975-9091
(814) 935-0962

SOUTHEAST:

Sales:
Service:
Service:
Service:
Service:

Terry Robinette
Mike Finley
Jim Smith
Bill Debord
Barry Robinette

Mobile:
Mobile:
Mobile:
Mobile:
Mobile:

(303) 638-4232
(615) 456-4465
(931) 267 8646
(931) 239-9926
(606) 205-2882

MIDWESTERN:

Sales

Jim Bible

Service:
Service:
Service:

Matt (Glen) Jacobs

Mike Grant
Toby Crawford

Mobile:
Home Office:
Mobile:
Mobile:
Mobile:

(573) 259-8329
(573) 468-8329
(309) 338-7294
(636) 575-5755
(603) 289-0047

WESTERN:

Sales:

Ron Tyler

Office:
Mobile:

(775) 778-9234
(775) 934-0856

CANADA:

Sales:

Brad Stewart

Mobile:
Home Office:

(705) 669-7839
(705) 753-6334

MEXICO:

Sales:
Service

Marcos Rosiles
Gustavo Sanchez R.

Service
Service

Gabriel Rodriguez.
Manuel Reyes

Tels. +52 (492) 925 1668 / 925 1679

Tels. +52 (492) 925 1668 / 768 6870
Mobile: +52 (492) 103 0838
Mobile. +52 (492) 105 2162
Mobile. +52 (492) 105 2172

DIRECTOR OF SERVICE:

Tom Bellofatto

Office:
Home Office:
Mobile:

(603) 542-9548
(603) 863-1700
(603) 558-0496

DIRECTOR OF SERVICE LATIN AMERICA:

Pedro Oyarzun

Office:
Fax:

(56) (72) 22 55 10
(56) (72) 22 40 00

MINING EQUIPMENT
SERVICE MANAGER:

Stefan Gierko

Office:
Mobile:

(603) 542-9548
(603) 738-2255

MINING EQUIPMENT
PARTS MANAGER:

Debbie Borey

Office:
Mobile:

(603) 542-9548
(313) 559-7375

MINING EQUIPMENT
SALES MANAGER:

Bill Rhoades

Office:
Mobile:
Home Office:

(603) 542-9548
(603) 848-0794
(603) 495-0041

MARKETING ADMINISTRATOR:

Dave Sabalewski

Office:

(603) 542-9548

IF YOU HAVE ANY QUESTIONS REGARDING THIS PUBLICATION, PLEASE CONTACT

US AT (906) 774-1500 OR VISIT US ON THE WEB AT WWW.OLDENBURGGROUP.COM

DRILLING EQUIPMENT
WARRANTY AND LIMITATIONS OF DAMAGES
Oldenburg Group Incorporated (Cannon) warrants to Purchaser, and to Purchaser only, that the products manufactured by it will
conform to the description in Cannons final written quotation and/or acknowledgment of Purchasers purchase order covering the
products to which this warranty applies; that Cannon will convey good title thereto; and that such products will, at the time of
shipment and for a period of six months or one thousand (1,000) hours whichever occurs first after delivery to the original Purchaser
thereafter, be free from defects in material and workmanship under normal use and service. No oral description or statements will
constitute representations of warranties concerning Cannons products. This warranty shall not be applied to any products, which are
subjected to misuse, negligence, accident or corrosion, nor shall it apply to any products, which are altered by Purchaser or others.
ITEMS EXCLUDED FROM THIS WARRANTY ARE:

Tires, axle, gear box, and diesel engines, which are warranted to the purchaser by their respective Manufacturers (warranty
attached).
Preventative maintenance or operating services including, but not limited to, consumables, ie. Heads, Filters, Hoses, Fittings,
Lubricants, Lights, Fuses.
Repair and replacement due to normal wear and tear, misuse, abuse, neglect, accident or alterations not specifically
authorized by Cannon Corporation.
Assemblies and components purchased from Cannon Corporation are included within this warranty, but will not be
considered defective as units, and replacement will be limited to the individual part proven defective.

ITEMS THAT WILL VOID THIS WARRANTY ARE:

Altering original equipment design without written authorization from Oldenburg Group Incorporated.
Failure to shut down equipment for repair after problem is discovered.
Operating outside equipment designed specifications.
Failure to properly maintain products in accordance with Cannons recommended procedures.
Failure to file a warranty claim within (5) five business days of the failure.
Failure to return the part or parts to an Oldenburg representative for warranty consideration within (10) ten business of the
failure.

CANNON MAKES NO OTHER WARRANTIES WHATSOEVER WITH RESPECT TO SUCH PRODUCTS AND HEREBY
DISCLAIMS ANY IMPLIED WARRANTIES WITH RESPECT THERETO, INCLUDING, WITHOUT LIMITATION,
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Cannons obligation under this warranty is expressly limited to repair or replacement at its factory or other location designated by
Cannon, of any product or parts of products manufactured by Cannon and covered by this warranty which shall, within six (6) months
or one thousand (1,000) hours whichever occurs first after delivery to the original Purchaser, be returned to Cannon with
transportation charges prepaid, and which Cannons examination shall disclose to its satisfaction to be defective. All replacement parts
shall only be warranted for the length of the original machine warranty (six months after delivery to the original purchaser). The sole
purpose to the exclusive remedy set out here in shall be to provide Purchaser with free repair or replacement of the defective product.
This exclusive remedy shall not be deemed to have failed of its essential purpose so long as Cannon is ready and willing to repair or
replace in the prescribed manner. However, Cannon, at its option, may, in lieu of such repair or replacement, refund the purchase
price applicable to such products or parts. If warranty is granted, all standard freight costs (UPS, LTL) of the defective parts to and
from the Purchaser by Cannon shall be at Cannons sole expense. If Cannon denies warranty to Purchaser, all freight costs to and from
Cannon shall be at Purchasers sole expense. Removal and reinstallation of the replacement parts will be at the purchasers sole
expense.
Cannon shall not be liable for any loss of profits, loss of use, loss of business, or damage to good will, personal injury damages,
damage to property or any incidental or consequential damages of any kind whatsoever resulting from breach of warranty, failure to
comply with any obligations under this Contract, or any other cause, nor shall Cannon be liable for any damages, other than those
expressly permitted under this Contract, whether direct, indirect, special, consequential or exemplary, resulting from any cause.
No action for breach of the warranty stated above, or for any other claim for breach of this contract, may be brought by Purchaser or
anyone else more than one year after the date of delivery.

Limited Warranty on New Mercedes-Benz

Series OM300, OM400, OM500, OM600 and OM900 Engines Used In
Agricultural, Construction and Industrial Applications
Terms of Coverage:

This Warranty Does Not Cover:

Uses
This warranty applies to the first retail purchaser and subsequent
owners during the WARRANTY PERIOD of new DaimlerChrysler A.G.
of Germany (referred to as Mercedes-Benz) Series OM300, OM400,
OM500, OM600 and OM900 engines (referred to as Engine) manufactured or supplied by DaimlerChrysler which are used in
construction and industrial applications operated in the United
States, Canada or Mexico and delivered on or after January 1, 1997.

Repairs Due To Accidents, Misuse, Storage Damage,

Negligence or Certain Modifications
Repairs due to an accident, misuse, misapplication, storage damage, negligence or modification exceeding Mercedes-Benz specifications, are not covered by this warranty.
Non-Mercedes-Benz Supplied/Manufactured
Components
Mercedes-Benz is not responsible for repair of components and/or
assemblies which are supplied by another manufacturer, such as
power take-offs, intake and exhaust system. Such items may be covered by the manufacturer or supplier.

Defects
This warranty covers Engine REPAIRS to correct any malfunction
occurring during the WARRANTY PERIOD resulting from defects in
material or workmanship.

Maintenance
Mercedes-Benz is not responsible for the cost of maintenance or
repairs due to lack of performance of required maintenance service
or the failure to use fuel, oil, lubricants and coolant meeting
Mercedes-Benz-recommended specifications. Performance of
required maintenance and use of proper fuel, oil, lubricants and
coolant are the responsibility of the owner. See the Operating Manual
for details.

Repairs
To obtain warranty repairs, you must request the needed repairs
within the WARRANTY PERIOD from an authorized Detroit Diesel
Corporation (referred to as DDC)* service outlet. Only new genuine
parts or remanufactured parts or components supplied or approved
by Mercedes-Benz will be used. Mercedes-Benz may, at its discretion, replace rather than repair components. A reasonable time must
be allowed to perform the warranty repair. Repairs will be performed
during normal business hours.

Incidental or Consequential Damages

Mercedes-Benz is not responsible for incidental or consequential
costs or expenses which the owner may incur as a result of a malfunction or failure covered by this warranty, such as communication
expenses, meals, lodging, overtime, towing, loss of use of the Engine
or equipment (downtime), loss of time, inconvenience, cargo loss
or damage, and other similar costs and expenses.

Warranty Period
The WARRANTY PERIOD begins on the date the Engine is delivered
to the first retail purchaser or put in use prior to sale at retail, whichever date occurs first, and ends at the time limits shown below:
WARRANTY PERIOD
Item

Engine

Warranty Limitations
(Whichever Occurs First)

Other Limitations

Repair Charge To Be
Paid By Owner

MONTHS

ENGINE HOURS

PARTS

LABOR

0-24

3,000

No Charge

No Charge

The performance of REPAIRS is the exclusive Owners remedy under

this warranty. Mercedes-Benz does not authorize any person to
assume or create for it any other obligation or liability in connection
with the Engine.
THIS LIMITED WARRANTY IS THE ONLY WARRANTY APPLICABLE
TO THIS ENGINE AS USED IN AGRICULTURAL, CONSTRUCTION
AND INDUSTRIAL APPLICATIONS. DAIMLERCHRYSLER A.G. OF
GERMANY MAKES NO OTHER WARRANTIES EXPRESS OR
IMPLIED, INCLUDING ANY IMPLIED WARRANTY OF MERCHANTABILITY
OR FITNESS FOR A PARTICULAR PURPOSE. DAIMLERCHRYSLER
A.G. OF GERMANY SHALL NOT BE LIABLE FOR ANY INCIDENTAL
OR CONSEQUENTIAL DAMAGES AS DESCRIBED ABOVE.

Service Supplies
The cost of service supplies such as coolant, oil and filters, which are
not reusable due to needed repairs is covered by this warranty.
Like Replacement Engine
Engine(s) supplied by Mercedes-Benz or DDC as a replacement for
an Engine still under warranty will assume the identity of the Engine
being replaced and be entitled to the remaining warranty coverage.

Some states do not allow the limitation of how long this warranty may
last or the limitation or exclusion of incidental or consequential
damages, so the above may not apply to you. This warranty gives
you specific legal rights, and you may also have other rights which
may vary from state to state.

Mechanics Travel Expenses

Mercedes-Benz will pay reasonable travel expenses for the repairing
mechanic to travel to and from the repair site.
Engine Removal And Reinstallation
Reasonable labor costs for engine removal and reinstallation, when
necessary to make a warranty repair, are covered by this warranty.
*In Canada, the reference is to Detroit Diesel of Canada Limited.

DaimlerChrysler A.G. of Germany

70322 Stuttgart, Germany

17SE702 9906 Conditions of this offer are subject to change without notice. Printed in U.S.A.

POWER PROTECTION PLAN AGREEMENT

FOR MERCEDES-BENZ DIESEL ENGINES USED IN AGRICULTURAL,
CONSTRUCTION AND INDUSTRIAL APPLICATIONS
CONTENTS REFERENCE
I. INTRODUCTION

LIKE
New genuine Mercedes-Benz parts or remanufactured
REPLACEMENT parts or components supplied or approved by MercedesPARTS:
Benz that replace parts covered under this Agreement.
REPAIR:

The correction by any DDC Distributor or authorized Service

Dealer during normal working hours of a defect or
malfunction in an existing Mercedes-Benz Part, or the
replacement of that Part using new Parts or remanufactured
parts supplied or approved by Mercedes-Benz.

II. KEY TERMS

III. PROVISIONS
A. CONDITIONS
B. COVERAGES
C. COVERAGE LIMITATIONS
D. CUSTOMER RESPONSIBILITIES
E. GENERAL PROVISIONS

III. PROVISIONS
A. CONDITIONS

I. INTRODUCTION
This Agreement describes the coverage provided under the Mercedes-Benz
A.G. of Germany (Mercedes-Benz) Power Protection Plan.
The coverage provided is applicable to the product(s) described in the
Agreement Registration, a separate document.
All eligible failures, as defined elsewhere in this Agreement, should be
eported promptly to the Detroit Diesel Corporation (DDC) Distributor or
authorized Service Dealer from whom this Agreement was purchased or, if
more convenient, to an authorized DDC service outlet.

II. KEY TERMS

AGREEMENT The Power Protection Plan coverage will commence
PERIOD:
upon the expiration of the standard new product warranty
and shall extend to the time or hour limits, whichever occurs
first, specified in the coverage selection. Coverage time and
hour limitations are measured from the date of delivery of the
product to the first retail purchaser.
CUSTOMER: The person, organization or corporation named in the
.
ELIGIBLE
The Mercedes-Benz engine described in the Agreement
PRODUCT:
Registration. Products eligible for this coverage includes
Mercedes-Benz Series OM400, 500, 904, 906, 926 and 457
engines used in agricultural, construction and industrial
applications operated in the U.S., Canada or Mexico and
sold at retail.
FAILURE:
Any original or Like Replacement Part covered by the
Agreement that fails to perform in normal service due to
defects in material or workmanship. Original or replacement
parts that fail to perform as the result of wear-out are not
included under this definition.
HOURMETER The hours recorded on an hourmeter (which has not been
HOURS:
stopped or changed to lower hours from actual hours). In
the case of replacement engines or an hourmeter that is
broken, the actual hours on the engine is to be determined
from accurate and complete service records.
PARTS:
Parts manufactured by, or for Mercedes-Benz and distributed by Mercedes-Benz or DDC.
QUALIFIED
All engine parts except fuel system (i.e. injection pump,
PARTS:
high pressure fuel lines and nozzles), (i.e. accessories,
generator, alternator, starting motor, air compressor,
hydraulic pump, vacuum pump), maintenance items,
(i.e. crankshaft seals, water pump seals), and the
replacement of pistons, rings, and cylinder liners
resulting from wearout.
20SE800 (0401)

Mercedes-Benz A.G. of Germany. (Mercedes-Benz) will repair any defective

or malfunctioning Qualified Part(s) of each Eligible Product, in accordance
with the Agreement Limitations and Adjustment Schedule applicable to the
coverage, as shown in Part B Coverages.
The Power Protection Plan provides only for conditions resulting from any
original or Like Replacement Part covered by the Agreement that fails to
perform in normal use and service due to defects in material or workmanship.

B. COVERAGES
Under the Power Protection Plan for Mercedes-Benz engines used in
agricultural, construction and industrial applications, two (2) coverages are
available.
Coverages are 100% parts and labor on Qualified Parts for up to three (3)
years/4,000 hours, or four (4) years/6,000 hours. The time and hour limitation
is determined by engine eligibility and coverage selection by the customer.

ENGINE
SERIES
OM400,
OM500,
OM904,
OM906,
OM926,
OM457

COVERAGE
NUMBER

ENGINE COVERAGE
AGREEMENT
ADJUSTMENT CHARGE TO BE
LIMITATIONS
PAID BY OWNER
YEARS
HOURS
PARTS
LABOR

34

4,000

NO CHARGE

NO CHARGE

46

6,000

NO CHARGE

NO CHARGE

In addition, progressive damage to any engine part resulting from the failure
of a Qualified Part is covered under this Plan.
Coverage also includes R&R labor and the replacement of service supplies
(i.e., coolant, belts, and lubricating oil) which are not reusable due to a
covered failure.
Mercedes-Benz will pay reasonable travel expenses for the repairing
mechanic to travel to and from the repair site when such travel is required to
perform a covered repair.

Printed in U.S.A.

MERCEDES-BENZ A. G.
Agricultural and Construction/Industrial P3
Power Protection Plan Agreement
C. COVERAGE LIMITATIONS
1. The replacement of normal maintenance items as outlined in the
owners manual (such as filters, belts, hoses, air cleaners, and fluids)
are not covered.
2. Performance of engine tune-up is not included in the coverage unless
required with the repair of a Qualified Part.
3. Coverage does not include parts not furnished by Mercedes-Benz, or
parts furnished by any other manufacturer or equipment supplier as
part of the original equipment. Examples of such parts may include
air cleaners, aircleaner ducting, radiator, radiator connections.
4. Coverage does not include progressive damage to any part,
including Qualified Parts, resulting from a failure of a part not covered
under this Agreement.
5. Failure due to accident, misuse, misapplication, storage damage,
modification exceeding Mercedes-Benz specifications, negligence,
lack of proper maintenance or the use of parts not approved by
Mercedes-Benz is not covered under this Agreement.
6. Coverage does not include failure due to chemical corrosion and
physical erosion.
7. Coverage does not include repairs or replacement of Qualified Parts
performed by other than an authorized DDC service outlet, so as to
affect adversely, in the judgment of Mercedes-Benz, its performance
and reliability.
8. Failure caused by fire, theft, freezing, vandalism, riot, explosion,
lightening, earthquake, windstorm, hail, water or flood is not covered
under this Agreement.
9. Coverage does not include failure covered by a repairing outlets
guarantee, communication expenses, loss of time, loss of use of the
Engine or equipment, inconvenience, meals, lodging, overtime or other
consequential loss that may result from a failure.
10. Cylinder liner, piston and piston ring failures attributable to wear-out
are specifically excluded from this Agreement.
The wear rate of parts in any engine, and especially those parts within
the combustion area, will vary depending on operating conditions
and environment. Conditions, such as load, quality of air, fuel, lube oil
and lube oil filters bear a direct relationship to the wear rate and
resulting life of parts.
Depending upon the severity of these various conditions, parts wear
and resulting failure could occur within the limitations of this coverage.
11. Coverage does not include transportation of equipment, crane rental
or overtime.
12. Coverage does not include performance complaints (including but
not limited to low power, poor fuel economy, excessive oil
consumption etc.) unless caused by the failure of a Qualified Part.

D. CUSTOMER RESPONSIBILITIES
1. The owner is responsible for the performance of regular
maintenance services as specified in the applicable Operating Manual.
2. In the event of a failure, a customer must:
a. Use all reasonable means to protect the product from more damage.
b. Notify an authorized DDC service outlet, as soon as possible.
c. Present proof of coverage to the authorized repairing outlet
(Agreement Registration form).
d. Provide Mercedes-Benz with any information required. If
requested, the customer must provide Mercedes-Benz or DDC
the failed material for inspection.

E. GENERAL PROVISIONS
1. This Agreement will terminate when the customer sells or loses
possession of the product.
2. Power Protection Plan coverage which has been purchased at
retail by the original owner may be transferred to subsequent
owners of the product. The coverage transferred is limited to the
time remaining on the unused portion of the coverage. To determine
eligibility for transfer refer to the Agreement Registration form.
In cases where the coverage was originally purchased without
transferability the coverage can be transferred for a fee of $250.00
(U.S. $). The Agreement Registration, and forward the Agreement
Registration directly to: Detroit Diesel Corporation, 13400 Outer
Drive, West, Detroit, Michigan 48239-4001 Attn: Warranty
Administration, P3 (A-5).
3. The previous owner shall transfer to the new owner, all available
service records, repair orders and other such related documents.
4. This Agreement applies to a failure of Qualified Parts on eligible
Mercedes-Benz engines operated in the U.S., Canada or Mexico.
5. Like Replacement Parts or engines used to repair or replace
Qualified Parts under warranty or the Mercedes-Benz Power
Protection Plan will assume the identity of the Parts or engine which
were repaired or replaced and be entitled to the remaining
coverage, except as limited under Coverage Limitations (Sect. III-C).
6. Repairs under the terms of this Agreement will be performed during
normal working hours at an authorized DDC service outlets place
of business.

LIMITED PRODUCT WARRANTY

THE FOLLOWING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL
OTHER WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY,
INCLUDING BUT NOT BY WAY OF LIMITATION, ANY WARRANT OF
MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE.
Company warrants to each original Buyer (Buyer) of Products manufactured by the
Company that such Products are, at the time of delivery to the Buyer, free of material and
workmanship defects, provided that no warranty is made with respect to:
(a)

any Product which has been repaired or altered in

such a way, in Companys judgement as to affect
the Product adversely;

(b)

any Product which has, in Companys judgement,

been subject to negligence, accident or improper
storage;

(c)

any Product which has not been operated and

maintained in accordance with normal practice
and in conformity with recommendations and
published specifications of Company.

Any and all claims under the Limited Product Warranty must be submitted to Company
within ninety (90) days after the date upon which the Product is claimed not to have been
as warranted.
Companys obligation under this warranty is limited to use reasonable efforts to repair or,
at its option, replace, during normal business hours at any authorized service facility of
Company, any Products which in its judgment proved not to be as warranted within the
applicable warranty period. All costs of transportation of Products claimed not to be as
warranted and of repaired or replacement Products to or from such service facility shall be
borne by Buyer. Company may require the return of any Product claimed not to be as
warranted to one of its facilities as designed by Company, transportation prepaid by
Buyer, to establish a claim under this warranty. The cost of labor for installing a repaired
or replacement Product shall be borne by Buyer. Replacement parts provided under the
terms of this warranty are warranted for the remainder of the warranty period of the
Products upon which they are installed to the same extent as if such parts were original
components thereof. Warranty service provided under the Agreement do not assure
uninterrupted operations of Products; Company does not assume any liability for damages
caused by and delays involving warranty service. The warranty period for the Products is
as follows:
2000 hours or 12 months of service, whichever occurs first and which shall in no
case extend beyond 18 months from the date of original shipment by Funk
Manufacturing Company.
Last revised 05/98, per DOMESTIC AND INTERNATIONAL TERMS AND CONDITIONS OF SALE

TABLE OF CONTENTS
SECTION / NAME

PAGE NUMBER

SAFETY ...........................................................................................................................

GENERAL INFORMATION..............................................................................................
Component Serial Numbers..........................................................................................
Customer Survey ..........................................................................................................
About Part Numbers......................................................................................................
Glossary of Terms.........................................................................................................

0-1
0-1
0-2
0-3
0-4

OPERATION ....................................................................................................................
Theory of Operation ......................................................................................................
Pre-Operation Inspection ..............................................................................................
Starting the Engine........................................................................................................
Tramming (w/Brake Test)..............................................................................................
Set-Up for Drilling..........................................................................................................
Inspect Drill Lubrication.................................................................................................
Drilling Procedures........................................................................................................
Post-Operation ..............................................................................................................
Angle Indicator Set-Up ..................................................................................................

1-1
1-2
1-16
1-17
1-18
1-19
1-21
1-23
1-26
1-27

MAINTENANCE ...............................................................................................................
Torque Values...............................................................................................................
Fluids and Filters...........................................................................................................
Maintenance Schedule .................................................................................................
Chassis Service ............................................................................................................
Parallel Roll Boom (PRB) Service.................................................................................
Hydraulic Cable Feed (HCF) Service............................................................................
Drill Service ...................................................................................................................
Dual Caliper Brake Service ...........................................................................................
Hydraulic Drill Controls (HDC3) Service .......................................................................
Cable Reel Service .......................................................................................................

2-1
2-2
2-3
2-5
2-11
2-13
2-21
2-41
2-53
2-55
2-135

SCHEMATICS & DIAGRAMS ..........................................................................................

S-1

APPENDIX (VENDOR MANUALS)..................................................................................

V-1

TABLE OF CONTENTS
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TABLE OF CONTENTS
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SAFETY
This Operation and Maintenance Manual contains the information necessary to safely operate,
maintain, and troubleshoot your Oldenburg machine. Safe and efficient operation requires that the
operator be familiar with the vehicle, understand its capabilities and follow the recommended operating
procedures in this manual. New operators must be thoroughly trained by a skilled operator before
attempting to operate this vehicle. This information must be reviewed and understood before
attempting to operate this vehicle.
Personnel shall be thoroughly trained and familiar with all documentation and safety precautions before
attempting any procedure. In addition to all safety measures outlined in this manual, personnel shall
adhere to all applicable practices and regulations. To maintain optimum performance from this
equipment, any questions concerning this publication should be directed to the manufacturer.
RECOGNIZE SAFETY INFORMATION
This is the safety-alert symbol. When you see this symbol on
your machine or in this manual, you must be alert to the
potential for personal injury.
Follow recommended precautions and safe operating
practices.
UNDERSTAND SIGNAL WORDS
A signal word WARNING or CAUTION is used with the safetyalert symbol. WARNING identifies the most serious hazards.

WARNING

WARNING safety signs are located near specific hazards.

General precautions are listed on CAUTION safety signs.

CAUTION

FOLLOW SAFETY INSTRUCTIONS

Carefully read all safety messages in this manual and on your
machine safety signs. Keep safety signs in good condition.
Replace missing or damaged safety signs.
Learn how to operate the machine and how to use controls
properly. Do not let anyone operate without instruction.
Keep your machine in proper working condition. Unauthorized
modifications to the machine may impair the function and
safety, and affect machine service life.
i
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WEAR PROTECTIVE CLOTHING

Wear close fitting clothing and safety equipment
appropriate to the job.
Prolonged exposure to loud noise can damage your
hearing. Wear suitable hearing protection such as
earmuffs or earplugs to protect against loud noise.
Operating equipment safely requires the full attention
of the operator. Do not wear radio or music
headphones while operating machine.

PREPARE FOR EMERGENCIES

Be prepared if a fire starts.
Keep a first aid kit and fire extinguisher handy.
Keep emergency numbers for doctors, ambulance
service, hospital, and fire department near the
telephone.

HANDLE FUELS SAFELY - AVOID FIRES

Handle fuel with care: it is highly flammable. Do not
refuel a machine while smoking or near open flame
or sparks.
Always stop the engine before refueling the machine.
Fill fuel tank in a well ventilated area.
Prevent fires by keeping machine clean of
accumulated grease, and debris.
Always clean up spilled fuel and oils.

ii
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HANDLE FLUIDS SAFELY - AVOID FIRES

Store flammable fluids away from fire hazards.
Do not incinerate or puncture pressurized containers.
Do not store oily rags; they can ignite and burn
spontaneously.
Keep all fire suppression actuators in operational
condition.
Alert mine personnel of any fire hazards.

STAY CLEAR OF ROTATING DRIVELINES

Be alert when working around rotating drivelines.
Entanglement in rotating driveline can cause serious
injury or death.
Tie long hair behind your head. Do not wear a neck
tie, scarf, necklace, or loose fitting clothing when
working around operating machine. These items can
get caught and pull you into moving parts, resulting in
severe injury or death.
Stop engine and be sure driveline is stopped before
performing maintenance.

AVOID HOT PARTS

Drill string parts become very hot during operation.
Avoid skin contact with drill string.
External dry exhaust parts become very hot during
operation. Avoid skin contact with engine exhaust
system. Hot exhaust parts may ignite paper or
clothing.
Allow these parts to cool before performing
maintenance.

iii
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PRACTICE SAFE MAINTENANCE

Understand service procedure before doing work. Read
appropriate technical manual first. Keep work area clean
and dry.
Never lubricate or service machine while it is operating or
moving. Keep hands, feet, hair, and clothing clear of
rotating parts. Disengage all power and operate controls to
relieve pressures. Lower equipment to the ground. Stop
the engine and allow machine to cool.
Securely support any machine components that must be
raised for service.
Keep all parts in good condition and properly installed. Fix
damage immediately. Replace worn or broken parts.
Remove any buildup of grease, oil, dirt, or debris.
Disconnect negative battery cable before performing any
maintenance on electrical system.

AVOID HIGH-PRESSURE FLUIDS

Escaping high pressure fluid can penetrate skin, causing
serious injury.
Relieve pressure before disconnecting hydraulic or other
pressure lines. Tighten all connections before restoring
system pressures.
Do not use hands to feel for leaks. Search for leaks with a
piece of cardboard.
If an accident occurs, see a doctor immediately. ANY fluid
injected into the skin must be surgically removed as soon
as possible or gangrene may result.

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WORK IN WELL VENTILATED AREA

Engine exhaust fumes can cause sickness or death.
If operating the engine for extended period of time in
enclosed area, remove exhaust gases with an
exhaust extension.

USE PROPER LIFTING EQUIPMENT

Lifting heavy components incorrectly can cause
severe injury or machine damage.
Never work under suspended loads with out safety
devices in place.

DISPOSE OF WASTE PROPERLY

Improperly disposal of waste can damage the
environment and ecology. Potentially harmful waste
can include such items as oil, fuel, coolant, brake
fluid, hydraulic fluid, filters, and batteries.
Use leak-proof containers when draining fluids. Do
not use beverage containers that may mislead
someone into drinking from them.
Do not pour waste onto the ground, down the drain,
or into any water source.
Air conditioning refrigerants escaping into the air can
damage the Earth's atmosphere. Recover and
recycle refrigerants when servicing the air
conditioning system.

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HANDLE CHEMICALS SAFELY

Direct exposure to hazardous chemicals can cause
serious injury. Potentially hazardous chemicals used
with Cannon equipment include such items as
hydraulic fluid, lubricants, coolants, and paints.
A Material Safety Data Sheet (MSDS) provides
specific details on chemicals: physical and health
hazards, safety procedures, and emergency
response techniques.
Check the MSDS before starting any job using a
chemical, to know exactly what the risks are and how
to do the job safely.

CHOCK THE WHEELS

ALWAYS chock wheels before performing any
maintenance.
Whether parked on an incline or flat surface, always
take the necessary precautions to prevent the vehicle
from rolling. Do not rely exclusively on the park brake
to hold the vehicle in place.

DRILL OPERATION
Keep clear of rotating drill steel and associated parts
during the drilling operation.
The drill, striking bar, couplings, drill steels and bit
are hot during the drilling operation. Wear protective
gloves when changing bits or steels.

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CHOCK WHEELS BEFORE

PERFORMING ANY
MAINTENANCE

GENERAL INFORMATION
UNIT SERIAL NUMBER: 202839
EQUIPMENT

MANUFACTURER

MODEL NUMBER

SERIAL NUMBER

Rotary Actuator

Helac

L30-95-S-RL-360-I1-C-H

433168

Drill
Tire (Left Front)

Oldenburg Group
Incorporated
Goodyear

Y8DW3H1360

Tire (Right Front)

Goodyear

Y8DW3H90608

Tires (Right Rear)

Goodyear

Y8DW3H90390

Tires (Left Rear)

Goodyear

Y8DW3H90518

Drive Axle (Front)

John Deere

YZ19421

PEAG250244072

Drive Axle (Rear)

John Deere

YZ17331

PEAG250243949

Drop Box

Dana/Spicer

302/338

K-ITA-726599

MHP330C478BNAB12

FG080860155

Main Pump

202789

Tram Pump

Sauer Danfoss

9422407

A-08-25-13923

Tram Motor

Sauer Danfoss

5084182

N074305088

Diesel Engine

Mercedes Benz

A0434471040

OM904LAE3A/1-00

Hose Reel

Cox Reels

HP-N-150

20071101 1107

Electric Motor

Louis Allis

08-2600-013

Air Compressor

Sullair

2465430

Brake Intensifier

800880

20938/VC108

Pressure Filter (P1)

Schroeder

KF501K235D5

CW

Pressure Filter (P2)

Schroeder

KF501K235M510

CBLL

Water Oil Cooler

Young Touchstone

RFF518S012PN

SCI1

7KNAB10-IKNAB07

F5080860161

Dyna

T-426

C0830962

Engine Control Systems

A17-0313

B105043

Electric Driven Hydraulic

Pump (Main Electric
Motor)
Electric Driven Hydraulic
Pump (Powerfill)
Exhaust Muffler

PLEASE HAVE UNIT AND COMPONENT SERIAL NUMBERS WHEN ORDERING

For proper notification of all updates and bulletins, please complete Original
Equipment Manufacturer product registration for all applicable machine
components (such as the Diesel Engine, the Axles, or the Air Compressor).
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GLOSSARY OF TERMS

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GLOSSARY OF TERMS

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GLOSSARY OF TERMS

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GLOSSARY OF TERMS

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GLOSSARY OF TERMS

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GLOSSARY OF TERMS

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THIS PAGE INTENTIONALLY BLANK

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OPERATION
SECTION / NAME

PAGE NUMBER

Theory of Operation .........................................................................................................

Pre-Operation Inspection .................................................................................................
Starting the Engine ..........................................................................................................
Tramming (w/Brake Test) ................................................................................................
Set-Up for Drilling.............................................................................................................
Inspect Drill Lubrication....................................................................................................
Drilling Procedures...........................................................................................................
Post-Operation.................................................................................................................
Angle Indicator Set-Up .....................................................................................................

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THEORY OF OPERATION
MAIN COMPONENTS
Hydraulic Pump: 3 Section, Fixed Displacement Gear pump that provides oil flow to the Hydraulic Drill
Control circuit.
Integrated Circuit (I.C.) blocks: Aluminum Blocks that contain internal porting and cartridge-type
control valves that regulate pressure, flow, and direction of oil from the pumps to the individual
functions.
Pressure Filter: Steel Housing that contains a replaceable filter element that filters High Pressure oil
supplied by the Hydraulic pump. This ensures the oil is clean prior to its introduction to any of the
system controls and functions, especially the Hammer.
Hydraulic Tank: Vessel that holds the hydraulic oil in reserve, to be used in the process of performing
work with the machine.
Return Filter: Steel and Aluminum housing bolted into the top of the hydraulic tank that contains a
replaceable filter element which filters all low pressure oil that is returned through the Return Manifold
from all operating functions.
Return Manifold: Aluminum Block with multiple ports that collects returning oil from functions and
directs it back to tank, directing the oil through the return filter.
Thermal Valve: A temperature controlled valve that allows oil directly back to tank or diverts the oil
through the oil cooler as required, to maintain operating temperature of the oil. The thermal valve is
similar in function to a thermostat in an automobile engines coolant circuit.
Air to Oil Cooler: An aluminum cooler designed to pass oil through the core, while a fan forces air over
the fins of the cooler to transfer heat from the oil to the outside air, in an effort to reduce the
temperature of the oil. The cooler functions like an automobiles radiator.
Water to Oil Cooler: A cooler that is comprised of many small, sealed tubes connected at each end to
a common cavity and encased by a larger casing, where the hydraulic oil is forced through the small
tubes, and water is forced into the casing, to transfer heat from the oil to the water in an effort to cool
the temperature of the oil. It functions similar to an Air to Oil Cooler.
Hydraulic Motor: A device that transfers hydraulic pressure and flow (power) into rotational movement.
Hydraulic motors are used to power the cooling fan, optional air conditioning pumps, optional water
pumps, and most importantly, the drills rotation function.
Relief Valve: A device that controls pressure in a hydraulic system by monitoring the upstream
pressure and allowing excess pressure to be returned to tank.
Pressure Reducing Valve: A device that controls pressure in a hydraulic system by monitoring the
downstream pressure, regulating it and maintaining the desired pressure.

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Solenoid valve: A device that controls direction of oil flow by means of electric control.
Solenoid Controlled Relief Valve (#s 11 &20): an Integrated circuit block that contains a relief valve and
solenoid actuated directional valve whereas when an electrical input is applied to the solenoid, the
cartridge shifts allowing pilot oil to act on the relief cartridge.
Flow Control: A device that meters the volume of oil in a hydraulic circuit.
Orifice: A flow control that is non adjustable
Needle valve: An adjustable flow control.
Check Valve: A device that allows oil to flow freely in one direction but prevents flow through it in the
opposite direction.
Double Pilot Check valve: An IC block that contains two check valve cartridges that open via pilot
signal, used to hold a function in place. The two lines to a function are hosed in parallel, through the IC
Block, the block is ported so that pilot pressure from one side acts on the check valve of the other side,
opening the valve, and vice versa.
Dual Over-center Valve: An IC block that is similar in function to the Double Pilot Check, but adds a
relief to the pilot circuit for better positive control of the speed of the function. This provides more finite
control feel for the operator and added protection against inadvertent movement of the function if a
hose was to fail. Also known as a Dual Counterbalance Valve.

FUNCTIONAL DESCRIPTION
Refer to the HDC-3 Service section for more specific descriptions of components discussed in the
following paragraphs. These descriptions include generic references, please refer to the correct Drill
Circuit Schematic for your particular machine.
Pump Circuit
Hydraulic oil from the hydraulic tank is passed to the pump via two suction lines. The hydraulic tank
contains magnetic suction strainers to prevent metal debris from being ingested by the pump. The
pump is powered mechanically either by a diesel engine or electric motor, both of which turn the pump
at approximately 1800 RPMs. The hydraulic pump then splits the flow of oil from both suction ports
internally into three separate pressure sections. Each section is a gear type pump independent of the
others, and connected together via drive shafts. Each section is dedicated to providing oil to a different
function of the overall circuit, and generally is called by the name of the sub circuit it provides oil to; P1,
P2 or P3. The P1 Section supplies oil to the Hammer (Percussion) Circuit and is only used while
drilling, in High or Full Hammer. The P2 Section is the workhorse of the system, and provides flow to
the Hammer and Feed Circuits while drilling, and provides flow to the Boom and Jack circuits while
positioning the machine in preparation to drill. This is also the largest pump section and provides the
most volume. (Cont.)

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The P3 Section supplies oil to the Drill Rotation circuit and optional hydraulic driven components like
the Cooler Fans, Air Conditioning Compressor and Water Pump, which are plumbed in series to the
Rotation IC Block. Once the pump increases the volume of oil, oil is sent out to the individual sub
circuits.
Oil sent to P1 and P2 and is passed through independent pressure filters, to ensure no contamination
enters the Hammer IC Block and ultimately the Hammer. P3 oil is not filtered as the components in that
circuit are primarily Motors that are less susceptible to failures as a result of contamination.
NOTE: The pressure filters contain an internal bypass for safety that crack when the differential
pressure between the filtered and unfiltered sides of the housing reaches 50 PSI. This safety prevents
plugged filters from preventing oil flow and dead heading the pump. It is critical that filter elements are
changed immediately when the indicator (mechanical or electrical) shows they are plugged, to prevent
the possibility of contamination to pass through the system and damage major components and invoke
costly repairs.
P1 Circuit
Once the P1 oil passed through the pressure filter and is cleaned, it is sent to the Hammer IC Block and
enters at the port marked P1. The Hammer IC block is ported internally to provide paths for the oil to
travel and be acted upon by the various cartridges as required. Each external port on the Block is
stamped with letters that correspond with port labels on the schematic.
Once inside the IC block the path of oil reaches the P1 Main Relief cartridge (#1A). The P1 Relief
cartridge protects the P1 section from over pressurization and is set between 3200 and 3500 psi,
depending on the application. Upon reaching the set pressure, excess oil is passed through the relief
cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC SCHEMATIC FOR THE PARTICULAR
MACHINE FOR SETTING VALUES! There is also the P1 gauge port (P1G) that is teed into the main
line and is provided for the purpose of observing the operating pressure of that section. Downstream of
the P1 Relief, oil is split into three paths: the first path travels through a Check valve (#5) to the
Hammer valve(#6); the second path travels to the Hammer Shift, Full Power cartridge (#2A), then to
tank, depending on what state the cartridge is in; the third path directs oil through the Hammer Collar
Adjust cartridge (#4), to the Hammer Shift, Collaring cartridge (#2B), then to tank, depending on what
state the cartridge is in.
The Check cartridge (#5) is installed in the P1 circuit to prevent high pressure P2 oil from traveling back
to tank through the P1 circuit while not drilling, as the two circuits are teed together prior to the
Hammer valve (#6).
In their normal states (With NO Feed Pressure) both the Hammer Shift, Collaring (#2B) and the
Hammer Shift, Full Power (#2A) cartridges allow P1 oil back to tank. These are identical cartridges
and can be interchanged between themselves.
Upon Feed pressure actuation, a pilot signal is sent from the Feed IC Block (to be discussed later in
more detail) through the PH port into the Hammer IC Block. If the Feed Pressure is less than 800 psi
but greater than 80 psi (in Collaring mode), the Hammer Shift Adjust cartridge (#3) will remain in its
normal state, blocking the path to the Hammer Shift, Full Power cartridge (#2A) AND act on the Pilot
of the Hammer Shift, Collaring cartridge (#2B) to shift that cartridge, blocking the path of P1 oil
through that cartridge to tank, at the same time forcing P1 oil simultaneously to the Check valve (#5)
on to the Hammer valve(#6) AND through the Hammer Collar Adjust cartridge (#4).
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The volume of P1 oil flow to the hammer is now regulated by the Hammer Collaring Adjust cartridge
(#4), back to tank at a preset volume, effectively reducing the impact power of the hammer while in
collaring mode. All flow not passed to tank through this process is passed on to the hammer through
the Check valve (#5) and Hammer valve (#6).
Once the Collaring switch is turned off, Feed pressure increases to Full Drill. Pilot pressure at PH
port increases over 800 psi, which shifts the Hammer Shift Adjust cartridge(#3), allowing pilot oil to act
on the Hammer Shift, Full Power cartridge (#2A) and shift the cartridge to block the flow of oil to tank
through it. At the same time, pilot oil also acts on the Hammer Shift, Collaring cartridge (#2B) shifting
that cartridge, blocking the flow of oil to tank through it. P1 oil, at full volume, is now directed through
the Check Valve (#5) to the Hammer valve (#6) on to the Hammer.
P2 Circuit
The P2 Circuit is slightly more complicated than the P1 circuit, as it is serving multiple purposes.
Once the P2 Oil passes through the pressure filter and is cleaned, it enters the P2 Port of the Hammer
IC Block (#6). As with P1, the first component the oil meets is the P2 Main Relief cartridge (#1B). Both
P1 and P2 main Relief cartridges are the same, and interchangeable, along with the P3 Main relief and
Feed Main Relief. The P2 Main Relief cartridge (#1B) protects the P2 Section from over pressurization
and is set between 3200 and 3500 psi depending on the application. Upon reaching the set pressure,
excess oil is passed through the relief cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC
SCHEMATIC FOR THE PARTICULAR MACHINE FOR SETTING VALUES! The P2 Port is tapped into
to supply Pilot oil for the Feed Circuit through the pilot pressure port (PP) and is also tapped to supply
the P2 Gauge port (P2G). Downstream of the main relief, the path of oil gets divided into 4 different
directions. The first path draws from P2 oil to supply the pilot oil for the X port pilot supply and
supplies oil to port 1 of the Feed Flow Regulator cartridge (#10).
The second path forces oil across both the Feed Flow Adjust cartridge (#7) and the Feed Flow
Orifice (#12) then on through Port 4 of the Feed Flow Regulator Cartridge (#10) out port 3, then on to
the Feed port of the Hammer IC Block to provide Oil supply to the Feed Circuit (to be discussed in
more detail in the future). The Third and Fourth paths originate from the P2 supply and split the oil
further to supply extra flow to the Feed circuit across the Feed Retract Orifice (#8) when the
Hammer-Feed Flow Shift cartridge (#9) is in its neutral state (In Feed Retract mode- with no pilot
pressure on port PF), AND supplies the pilot portion of the Feed Flow Regulator cartridge (#10). We
will discuss this in more detail, starting with the action of the Feed Flow Regulator.
The Feed Flow Regulator is a priority type, pressure compensated flow control that maintains a priority
flow of oil to the Feed circuit regardless of the operating pressure of the Feed system. This cartridge
constantly modulates the spool between its paths to maintain a fixed volume of oil from port 4 of the
cartridge to port 3, as determined by the combination of the Feed Flow Orifice (#12) and the Feed
Flow Adjust cartridge (#7), which is usually 2-5 GPMs while drilling. The regulator accomplishes this
by monitoring the differential pressure of the P2 source oil to act on one side of the cartridge (shown at
the bottom of the cartridge on the schematic) and the pressure downstream of the Feed Flow Adjust
cartridge (#12) and Feed Flow Orifice (#7) in combination with a spring at a fixed tension value
(shown on the top side of the cartridge in the schematic), and shifting the cartridge accordingly. All oil
not used to maintain the Feed circuits supply is then passed through Port 1 of the Regulator through
Port 2 then on to the Hammer Valve (#6).

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The Feed Flow Orifice (#12) is a fixed orifice that is found under cartridge #7, once removed. It
creates a pressure drop across it that produces the differential pressure required for proper operation of
the Feed Flow Regulator cartridge (#10). It also meters the amount of flow in conjunction with the
Feed Flow Adjust cartridge (#7) allowed to the Feed circuit while drilling.
The Feed Flow Adjust cartridge (#7) is a variable orifice that gives us the ability to adjust the amount
of flow out to the Feed circuit and further restricts the Feed Flow, as required, and interacts the with the
Feed Orifice (#12) to ensure we get the proper pressure drop for the function of the Feed Flow
Regulator (#7).
The Feed Retract Orifice (#8) is a fixed orifice that allows an extra amount of flow to the feed circuit
when the Feed is operating in Reverse or Fast Feed Forward.
The Hammer-Feed Flow Shift cartridge (#9) is a sequence type directional control cartridge that is a
Pilot operated, 2 way, 2 position cartridge that shifts upon pilot pressure application to overcome the
preset spring pressure of the cartridge, thus blocking the flow through the cartridge. The normal
position of this cartridge while drilling is closed, opposite from the way it is drawn on the schematic.
When the machine is being trammed, or the Hammer and Feed are not operating, P2 oil is on reserve
to provide oil supply to the Jack Valve, Boom valve and optional Steel Handling valves on Bench Drill
machines. P2 oil still takes the same path through the Hammer IC block as it would for the Feed and
Hammer functions, but the Feed Flow Regulator cartridges and also adds the oil from the Feed
Retract Orifice (#8) for a combined flow of 8 GPMs. There is no pilot signal from the Feed circuit to
shift the Hammer-Feed Flow Shift Adjust cartridge (#9) closed when operating the Jack or Boom
valve.
The Orifice (#13) is simply a buffer to prevent pressure spikes from the Feed Pilot PF from causing
damage to the Hammer-Feed Flow Shift cartridge (#9).
All returning oil from the Hammer returns through the Hammer Valve (#6) and collects all the other
tanking oil from the cartridges in the Hammer IC Block, as well as the tank oil returning from the Feed
IC Block and combines to a single Tank port that goes to the Thermal Valve Assembly (#15) for
distribution ether to the Hydraulic Oil Cooler (#16) or on to the Return Manifold (#14) where all Tank oil
is collected before returning into the Hydraulic Tank (#1).
The Hammer valve (#6) is a Open Center, Pilot Operated, Solenoid Actuated, 3 position, 4 way,
directional control valve that controls oil flow to the hammer. It is controlled by a switch in the cab. In
Neutral or Off, oil from both P1 and P2 sections pass through the valve back to tank. If the Hammer
Forward switch is powered, the valve shifts so oil flows from P to A, sending oil to the hammer
pressure lines allowing the drill to cycle. If the Hammer Reverse switch is energized, oil flows from P
to B, pressurizing the return line of the hammer, which we use to warm the oil in the hammer, and to
cock the hammer in preparation for firing it. There are two separate sections of the Hammer valve
assembly, the Main spool section and the Pilot spool section. The Pilot section receives pilot oil through
the X port of the Main spool section of the valve which is drawn off the P2 Portion of the Hammer IC
block. The X port in the Pilot section becomes the Pressure supply P of the pilot section. When
either the Forward or Reverse Solenoids energize, the Pilot spool shifts, to allow X port pressure to
pass to either the A or B ports of the Pilot section. The oil is then used to shift the Main spool in the
appropriate direction.

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Feed IC Block
The Feed IC Block (#7) is a sub circuit of the P2 Circuit and warrants its own discussion as it provides
the means to operate the logic of the other circuits; P1, P2, and P3 via Pilot lines which monitor the
feed and transmit signals accordingly to the Hammer and Rotation IC blocks to act on functions based
on what the Feed is doing.
Once P2 oil comes from the Hammer IC Block Feed port, through the Jack and Boom Valves (and
any other optional valves), P2 oil enters the Feed IC block at the Feed port and runs into the Feed
Main Relief cartridge (#1), which is set at 2200psi for most applications. Pressure in excess of 2200 psi
is passed over the relief back to tank. The path of oil then continues on to the Feed Valve (#2) and is
tapped off to provide a Pilot source to the rotation block via the FP port (purpose to be described
later). The Feed Valve (#2) controls the direction of travel of the drill down the feed. It is an Open
Center, Lever-operated, 3 position, 4 way valve with pilot override for the Reverse position. The Feed
Valve (#2) allows oil to flow from P to A or B out to the Feed Cylinder depending on which
direction the lever is actuated. If a Pilot Signal is introduced to Port X by means of the Automatic
Retract or Feed Enable functions, the pilot signal shift the valve spool to allow oil to flow from P to
B, causing the Feed Cylinder to reverse and bring the Hammer out of the hole.
Traveling out of the A port of the Feed Valve (#2), the oil makes its way to the RTC Valve (#3).
The RTC Valve (#3) is a Pilot operated, 2 position, 4 way valve, that changes the direction of travel for
the drill down the Feed when Pilot pressure is applied at Port X. In its normal state, the RTC Valve
allows flow from P to A; when Pilot pressure is applied, the valve changes state and oil flows from
P to B.
Leaving the A port of the RTC Valve, the oil makes its way to the Feed Thrust Regulator cartridge
(#6), which controls the operating pressure of the Feed cylinder and is set to achieve desired forward
travel of the Hammer down the Feed while drilling. The Feed Pressure Gauge FGA is tapped off the
A line from the RTC Valve and measures the operating pressure of the Forward Feed function, and
is also teed into the Collaring circuit to display the Feed Forward operating pressure while in Collaring
mode. Collaring is designed to reduce the Hammer Impact energy and Forward Feed Force in an effort
to start the drilled hole straight and true. Collaring is most easily related to a person drilling a hole with
an electric drill, whereas the person starts the hole with a slow speed and does not bear down that hard
on the drill, in an effort to keep the drill bit from walking or slipping. With the HDC-3 circuit, this is
accomplished by the use of the Collaring circuit.
Collaring circuit
The Collaring circuit is comprised of two components in the Feed IC block; the Collaring On/Off valve
(#4B) and the Collaring Adjust cartridge (#10), and a pilot signal to the Hammer IC block through the
PH port, which acts on the shift adjust and shift cartridges as described earlier. As for the components
in the Feed IC Block, the Collaring On/Off valve (#4B) is a Lever Operated, 2 position, 3 way valve
that controls the flow of oil to either reduce the amount of Feed Thrust pressure to the level of Collaring,
or to block the flow of oil to tank. In its normal state (Collaring Off) the valve is closed and oil from the
Feed Thrust is blocked at Port 3 of the valve. Port 1 of the valve passes oil to the Collaring Adjust
cartridge (#10).

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When the operator selects Collaring On, the lever is moved 90 degrees in a Counter Clockwise
direction, which connects port 3 to port 1. Port 2 is not used and is dead-headed in the valve. With
Collaring on, and oil flowing from port 3 to port 1 of the Collaring On/Off valve (#4B), oil travels to the
Collaring Adjust cartridge, which is a Relief valve. Once the desired pressure is reached, generally set
at 400-600 psi, the relief lifts and passes excess pressure to tank, which translates to reduced force at
the feed cylinder, thus slowing the advance of the hammer.
The PH port is tied in downstream of the Feed Thrust Regulator cartridge (#6) and in parallel to the
collaring circuit so that the PH line sends the pressure signal from the Feed system to the Hammer IC
Block to reduce Hammer Impact pressure as required.
The Feed Check valve (#5) blocks flow from the upstream side of the Feed Thrust Regulator
cartridges (#6) to ensure an accurate gauge reading at the Feed gauge (FGA) regardless of what
forward mode of operation the operator is in; be it Collaring or Full Drill. It is necessary to relieve any
held pressure in the pilot gallery and allows the gauge to return to 0 psi when the feed is operated in
reverse. All returning oil from the Feed cylinder returns to the Feed IC block, combines with any tanking
oil from the various cartridges in the block and exit the Feed IC Block through one common tank port
heading for the Hammer IC block.
RTC circuit
RTC stands for Rotation Torque Control and is a means to monitor the force of the drill steels rotational
resistance in and against the rock and provide an automated means to alert the operator that the steel
is about to get stuck in the rock as well as prevent the steel from getting stuck if properly adjusted. As
the name implies, the circuit functions by monitoring the operating pressure of the Rotation circuit of the
Hammer and tripping the Hammer out of the hole by reversing the direction of the feed if that sensed
pressure becomes higher than the preset value. There are 3 physical components in the Feed IC block
and a pilot signal that is sent from the Rotation IC Block that makes up the RTC sub circuit; The RTC
Valve (#3), the RTC On/Off cartridge (#4C), and the RTC Sequence cartridge (#8), which will be
discussed now.
The RTC On/Off cartridge (#4C) is a Lever operated, 2 position, 3 way valve that is the same as the
Collaring On/Off cartridge (#4B) and the Feed Fast Forward cartridge (#4A). All three of these valves
can be interchanged. In its normal state, set for drilling, the RTC On/Off valve (#4C) is turned to its
Clockwise position, which allows pilot oil from the RP port of the feed block, at port 2 of the cartridge
to flow through to port 1, which sends the signal to the RTC Sequence cartridge (#8). When the valve
is shifted to its Counter Clockwise position, the path from port 2 to port 1 becomes blocked and the
function is considered Off. The RP port of the Feed Block receives its oil directly from the Rotation
IC block, tapped off the P3 pressure gallery and senses the operating pressure of the drill rotation, as
the hammer is operating.
The RTC Sequence cartridge (#8) is a Sequence type valve that senses pilot pressure from the RP
port of the Feed Block and shifts at a predetermined value which is set according to the conditions of
the rock that is being drilled. Once the cartridge shifts, oil passes from port 1 to port 2 to signal the
RTC valve (#3) to shift, reversing the direction of the feed.

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Fast Feed Forward circuit

The Fast Feed circuit allows the operator to increase feed flow temporarily in an effort to reduce the
amount of time it takes to dry or re-flush the drilled hole. It is not designed to be used while drilling as
the hammer actually would loose power with the fast feed on, as P2 flow is robbed from the hammer
(aprox. 6 GPMs) to supply the extra oil to the Feed.
The Fast Feed circuit draws oil pressure from the A side of the Feed Valve (#2) and sends the oil to
the Fast Feed cartridge (#4A), which is a Lever operated, 2 position, 3 way valve, the same as items
4B and 4C. in its normal state while drilling, Fast Feed is considered Off and oil is allowed to pass
from port 1 to port 2 through the cartridge which is in its Clockwise position, thus sending a pilot signal
out to port PF of the Feed IC Block, out to the PF port of the Hammer IC Block to act on the
Hammer Feed Flow Shift Adjust cartridge as previously discussed. When the operator actuates the
lever to the On position, which is Counter Clockwise, the valve shifts and the oil drains from the pilot
PF to tank; from port 1 to port 3 through the cartridge. Port 3 is connected internally to the tank porting
in the Feed IC block.
Automatic Retract circuit
The Automatic Retract circuit is also referred to as automatic kick out and provides a means to
automatically reverse the direction of the feed once the hole is drilled complete. The circuit acts by
sending a pilot signal out to a switch on the side of the feed that the hammer trips when the hole is fully
drilled. There are two components that are involved in the operation of this circuit, the Retract Pressure
Regulator cartridge (#12) and the Feed Retract valve that serves as the switch, which is mounted on
the side of the feed assembly. The circuit is supplied by the PP port of the Feed block which sends P2
pilot pressure into the Feed IC Block. Oil from the PP port supplies the Retract Pressure Regulator
cartridge (#12) with system pressure and the regulator reduces and maintains a desired pressure
(usually 500 -700 psi) which is the pressure required to trip the Feed Valve handle back once the
circuit is made. The Retract Pressure Regulator cartridge is a pressure reducing/ relieving valve. The
outlet of the valve supplies the R port of the Feed IC Block with regulated pilot pressure, which is sent
out to the Retract valve on the side of the Feed. The Retract Valve is a manually actuated, 2 position, 2
way valve, which is normally closed, blocking the flow of oil through it.
Once the hammer travels down the length of the feed and the hole is drilled complete, a lever mounted
to the hammers cradle makes contact with the button on the Retract Valve, causing the valve to
change states. Once the valve changes states, it allows the regulated pilot oil through itself and back to
the Feed IC Block. The Oil enters the Feed IC Block at port X and acts on the pilot side of the Feed
Valve (#2) to shift that valve in reverse. Once the Hammer starts reversing up the feed, the button is
forced back on the Retract Valve, shifting that valve closed and stopping the pilot signal from reaching
the Feed Valve (#2).
The Hammer continues to travel back up the feed until it reaches the rear of the feed. The operator
MUST return the Feed Valve (#2) to Neutral when the Hammer reaches the rear of the feed, as the
Feed Main Relief cartridge (#1) will dump oil to tank, preventing proper boom movement to set up for
the next hole.

1-9
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P3 circuit
The P3 circuit is primarily used to power the Hammers rotation function, but is also used to power the
hydraulic driven cooling fan, and sometimes, the hydraulic driven water pump (on Water Flushing
machines) and the hydraulic drive Air Conditioning compressor if used.
Hydraulic Driven Cooling Fan Motor circuit
Oil comes from the P3 section of the main hydraulic pump (#3) and is sent to the hydraulic oil cooling
fan motor (#8) and its associated relief valve (#9). Those two components are plumbed in parallel to
each other to provide a means to continue the flow of P3 oil to subsequent uses. The relief valve is
used to create resistance (back pressure) to force the flow of oil through the hydraulic motor and can be
used to control the fan Speed, the higher the relief valve pressure setting, the faster the fan motor will
spin. Generally, with the relief valve set at 600 psi as read on the gauge port at the relief valve, the fan
motor spins at approximately 2900- 3000 RPMs.
Once leaving the oil cooler motor and relief, P3 oil then makes its way on to either any optional devices
like the hydraulic drive water pump circuit (#s 20 &21) or the hydraulic driven Air Conditioning
Compressor circuit (not shown). For purposes of discussion, we will assume there is a water pump on
the machine.
Hydraulic Driven Water Pump circuit
The Hydraulic Driven Water Pump circuit consists of a hydraulic motor (#21) and a Solenoid Actuated
Relief Valve assembly (#20). Both components are plumbed in parallel to each other but are in series to
the hydraulic cooler fan motor and the Rotation IC Block (#5). The Solenoid Activated Relief Valve
Assembly (#20) function similarly to the Relief Valve for the hydraulic driven oil cooler fan motor, but
has the added advantage of being able to turn the flow to the pump and motor off when not required.
P3 oil reaches the Solenoid Actuated Relief Valve (#20) and Hydraulic Motor (#21) simultaneously.
Once energized by actuation of the Rotation Switch in the cab, and given proper Water Inlet Water
Pressure (>50 psi), the solenoid energizes shifting the cartridge of the valve assembly. The cartridge
closes, blocking the flow through the cartridge, to act on the pilot area of the relief valve which forces
the relief valve to block the flow downstream, creating back pressure to force the required oil to spin the
hydraulic motor at its desired speed. Generally, the Relief valve setting is 800-900 psi which equates to
2800-300 RPMs at the motor, which translates to 15 GPMs of water pump output for a single boom drill
and 30 GPMs output for a two boom. It is important to note that the value shown on the print is actually
a differential pressure measurement, whereas if a gauge was installed at the Relief valve to check
pressure, you would observe 1400-1500 psi on the gauge. You have to subtract the gauges pressure
minus the pressure setting of the hydraulic cooler fan motor relief to know what the Water Pump relief is
set at. This is also known as Pressure Stack-up. Then the oil goes to the Rotation IC Block.
Rotation IC Block (#5)
P3 oils ultimate job is to provide the force to turn the Hammers Rotation components, and controlling
that function is the job of the Rotation IC Block. This is the simplest IC Block in the Drill Circuit. There
are only four components in the block: the P3 Main Relief cartridge (#1), the Rotation Flow Adjust
cartridge (#2), two Rotation Flow Regulator cartridges (#3A &3B), and the Rotation Valve (#4). P3
Oil enters the Rotation IC Block and reaches the Main Relief cartridge (#1), which is the same
cartridge as the P1, P2 and Feed main relief cartridges. They are all interchangeable. The Main Relief
cartridge (#1) is set at 2000psi and allows excess pressure to pass to tank, protection the circuit.
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A pilot supply is tapped off the P3 gallery as well, which supplies the RP port with oil for the RTC
circuit discussed earlier. From the Main relief cartridge, the oil is teed off to go to either the Rotation
valve (#4) or to go into the gallery for the Rotation Flow control circuit. The rotation flow control circuit
provides us the ability to have two speeds of motion for the drill steel and is controlled by Feed
pressure signals. When the hammer is idling or coming out of the hole, the rotation speed of the drill is
reduced to prevent the steel from whipping around when it clears the hole. This is accomplished by
the use of the Rotation Flow Adjust cartridge (#2) and the first of the two Rotation Flow Regulator
cartridges. With the Rotation Flow Adjust cartridge (#2) set at Full out, pressure upstream of that
cartridge acts on the pilot of the first Rotation Flow Regulator cartridge (#3A) so that as the Rotation
pressure increases, the cartridge begins to shift closed, blocking the flow to tank through the cartridge.
This cartridge fluctuates from opened to closed, as the pressure changes, to regulate a constant flow to
the Rotation Motor of the Hammer. Once Feed pressure is applied, the second Rotation Flow
Regulator cartridge (#3B) is shifted closed by a signal from the Feed through the FP port. All
remaining oil is then set out to the Rotation Valve (#4), which is an Open Center, Solenoid Actuated,
Pilot Operated, 3 position, 4 way directional valve that controls the direction of rotation of the Hammers
hydraulic motor. It is controlled by a switch in the cab. In Neutral or Off, oil from P3 passes through
the valve back to tank. If the Rotation Forward switch is powered, the valve shifts so oil flows from P
to A, sending oil to the Rotation pressure lines allowing the motor to turn forward, or Counter
Clockwise, using conventional R or T threaded Drill steel. If the Rotation Reverse switch is
energized, oil flows from P to B, pressurizing the opposite line of the motor, which we use to unscrew
the drill steel. There are two separate sections of the Rotation Valve assembly, the Main spool section
and the Pilot spool section. The Pilot section receives pilot oil through the X port of the Main spool
section of the valve which is drawn off the P2 Portion of the Hammer IC block. The X port in the Pilot
section becomes the Pressure supply P of the pilot section. When either the Forward or Reverse
Solenoids energize, the Pilot spool shifts, to allow X port pressure to pass to either the A or B ports
of the Pilot section.
The oil is then used to shift the Main spool in the appropriate direction. All returning oil from the motor
comes back through the Rotation Valve back through the Rotation IC Block, combining with any oil
dumped through the main Relief or the Rotation Flow Regulator cartridges and exits the block through
one common tank line that goes to the Return Manifold (#14).
Return circuit
The Return circuit is comprised of Tank lines and Drain Lines (or Case Drains). Tank Lines from all
circuits return to the Return Manifold for collection prior to moving into the Return Filter in the Hydraulic
Tank. All Case Drains Return to the top of the Hydraulic Tank, as Case Drain Lines are subject to
pressure spikes if connected to the return manifold, which could cause damage to the drained
components by over pressurization. The return Manifold can see pressures of 10-40 psi. Generally
Case Drain pressures are not to exceed 10 psi, or seal blow outs can occur. The exception is the Tram
Pump and Motor, which due to the size of the lines, returns through the Return Manifold.
The Hammer Drain line runs into the top of the hydraulic tank, through a regulator (#2). This regulator is
used to maintain the appropriate amount of backpressure in the Hammer, to keep the seals in the
Hammer positive. The Hammer Drain pressure should be 10 psi lower than the Drill Lubricator air
pressure, which is optimal for minimized leakage across the seals.

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Optional circuits associated with the Feed System:

Feed Enable circuit
The Feed Enable Solenoid cartridge (#11) is not commonly used, unless a Water Flushing System is
present on the machine. If drilling with Water Flushing, a loss of Water will cause the drill steel to stick.
We have a couple of ways to alert the operator that there is an issue with the water supply, one of
which monitors the water pressure at the Inlet assembly by means of a pressure switch. The Water
Inlet Pressure switch is wired Normally Closed and opens if the water pressure at the inlet is higher
than 50 PSI. When the inlet water pressure drops below 50 psi, the Inlet Water Pressure Switch
changes states; closing the switch and sending 24vDC to the Feed Enable Solenoid cartridge (#11),
causing the solenoid to energize, thus shifting the cartridge. Once the cartridge shifts, oil passes from
port 1 to port 2, which causes the X port of the Feed valve (#2) to become pressurized, which
causes the valve to reverse direction. That causes the feed to travel in reverse and stay reversed as
long as the Solenoid is energized. This indicates to the operator that there is a problem with the Water
Inlet and that condition must be corrected before the operator can continue to drill.
Anti-Stick circuit
The Anti-Stick circuit monitors the flushing media, be it Water or Pelletizing, for restriction at the drill
steel and is an operator selectable function. It is plumbed in parallel to the RTC circuit and acts on the
RTC Valve in the same way as the RTC circuit does. The circuit contains the following components, a
Flow Switch Assembly, an Anti-Stick Junction Box, which contains a toggle switch to turn the circuit on
or off, and the Anti-Stick valve(#25), which is a Solenoid Activated, 2 way, 2 position valve assembly.
With the circuit powered on, 24vDC is sent from the Junction Box to the Flow Switch Assembly. The
Flow Switch Assembly is plumbed into the flushing line that goes out to the Hammer, and monitors the
volume of the flushing media that passes through the drill string to clean the hole.
If the drill string starts to get plugged, the volume of the flushing media that is allowed to pass through
the drill bit decreases and changes the state of the Flow Switch Assembly. Once the Flow Switch
Assembly changes states, 24vDC is passed through the switch to the Anti-Stick valve, to energize the
solenoid. Once the solenoid is energized the cartridge shifts, opening a path from port 2 to port 1 of the
cartridge. Hydraulically, the Anti-Stick valve is supplied by RP pilot oil at the Feed IC Block, and
works in parallel to the RTC circuit. RP oil flows from port 1 of the Anti-Stick valve assembly (#25) to
the XR port of the Feed IC Block. Pressure at the XR port bypasses the RTC circuit and sends a
signal to the X port of the RTC Valve (#3), causing that valve to change states and reverse the flow
of oil to the feed cylinder, thus making the Hammer reverse out of the hole. Once flow through the drill
steel is regained to the proper level, the Flow Switch Assembly changes states to make an open
circuit, removing the 24vDC supply to the Anti-Stick valve assembly (#25) which causes the cartridge
to shift to its normal state, which is normally closed, blocking the pilot oil from RP to act on the X port
of the RTC Valve (#3), retuning the valve to its normal state, allowing the feed to move the Hammer
forward into the hole and continue to drill.
NOTE: Both the RTC and Anti-Stick Circuits will cause a jogging motion which makes the Hammer
appear to Jog or Shuck forward and back on the Feed. It is important to understand the operation of
both circuits to determine which condition is causing the action. The Water Inlet Safety Circuit will
cause the Hammer to return fully to the rear of the Feed and stay there until the issue is corrected, thus
preventing forward motion of the Hammer.

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Hammer Power circuit

The Hammer Power circuit is used in applications requiring the ability to break the joints of the drill
string either between the drill steel and striking bar or between the drill steel and drill bit. The hammer
power circuit provides a pilot signal to the while the hammer is idling to momentarily increase the flow to
the Hammer, which increases the impact energy to make the breaking of the drill string joints easier.
The addition of the Hammer Power Valve (#26) is the means to provide this pilot source. It is a
Solenoid Actuated, 3 way, 2 position, cartridge type valve assembly that is hooked into the PH and
PP pilot lines of the Feed IC Block. In the valves de-energized state, oil from the PH port of the
Feed IC Block flows from port 2 to port 1 of the cartridge, which allows the Hammer to shift normally
throughout the course of the drilling operations. The operator selects a momentary toggle switch in the
cab to energize the solenoid on the valve assembly when additional hammer power is required to break
the joints loose, which causes the cartridge to shift. Once shifted, the oil flows from the PP supply of
the Feed IC Block at port 3 of the cartridge to port 1 of the cartridge, which sends pilot pressure from
P2 at operating pressure to the PH port of the Hammer IC Block, causing the Hammer to shift into
High Power until the operator releases the momentary toggle switch.
Air/Water Pelletizing circuit
The Air/ Water Pelletizing System provide a means to flush the cuttings out of the drilled holes and
minimize the amount of dust exposure created by the drilling process to the operator. It consists of
many components that provide a means of storage, metering and delivery of the flushing media from
the chassis of the machine out the boom to the drill, through the drill string and ultimately out the drill
bit. The system is broken down into two circuits, air and water.
Air circuit
The air circuit is used to provide a means to pressurize the water system to assist in delivery, atomize
the water into small molecules in an effort to control dust of the drilling process, a means to dry the
drilled hole once completed, provide a means of delivery for the lubrication media to the front end of the
Hammer, and to provide a means to power accessories, such as air tools used to maintain the
equipment and the greasing system if applicable. The on board screw-type air compressor, which can
be hydraulically driven or driven by means of electric motor, provides pressurized air to feed the system
and is the starting point for our discussion.
Oldenburg Group Incorporated uses a variety of air compressors on the equipment and selection is
based on the size and purpose of the machine at hand. The air compressor takes incoming air from
atmosphere, filters the air by means of a cartridge type air filter, and compresses it for use on the
machine. Once the air is compressed in oil, the air-oil mixture is sent from the compressor to the sump,
or separator tank, which provided a means to separate the air and oil mixture and collect and store the
lubricating oil for re-distribution to the air end. The lubricating oil lubricates and cools the internal parts
of the compressor and to provide a means for sealing leakage internal of the compressor for maximum
efficiency in compression. The air that is compressed in the compressor becomes heated by the
process of compression and is cooled somewhat in the separator. There is a drain valve in the bottom
of the separator that is provided to drain off any water that is accumulated in the separator by
condensation or made by the cooling of the compressed air. Water in the separator should be drained
off EVERY day, at the start of the shift.

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The air pressure is then regulated and sent out to be utilized. There are many paths the pressurized air
can take at this point, one path goes to the Pelletizing tank, to charge the tank and pressurize the water
held in reserve in the tank, the next path is blocked at the top of the separator tank by a ball valve and
provides a customer access point for addition of air tools and the like, the next path is the main
discharge line that runs forward of the machine to supply the pelletizing controls (Flushing Panel) and
the drill lubricator(s). The optional air operated grease system pump supply line and central greasing
system supply would also be drawn from this line, if applicable.
The main discharge line from the compressor is protected by a check valve to prevent any water from
the flushing system making its way back into the air compressor, if the operator forgets to shut the
flushing controls off when not in use. All tees of this line to supply any ancillary circuits should be teed
in behind this check valve.
This serves to protect those components as well. The only lines that should be teed in downstream of
the check valve are the lines that feed the pelletizing valve(s). There is a second check valve in the air
circuit, which is located in the supply line that charges the pelletizing tank, to prevent water coming
back through that line into the compressor in the event the pelletizing tank is over filled.
Water Circuit
In a Pelletizing application, water is stored on board the machine using the Pelletizing Tank. This tank
is a large pressure vessel that is located in the rear deck of the machine and stores water for use in the
system. The pelletizing tank stores enough water for the machine to use in one drilling shift and must
be re-filled by the customer. The pelletizing tank is filled through the fill valve, which is a ball valve,
usually 1-1/2 or 2 size and is located near the middle of the tank. When filling the tank, it is important to
remember to shut the ball valve for the Pelletizing Tank Air Supply, and open the ball valve for the
Pelletizing Tank Vent, to release any pressurized air in the tank, prior to opening the fill valve. Contents
are generally pressurized to between 120 and 140 psi!!! There is also a drain valve on the bottom of the
pelletizing tank that is used to blow out any sludge that is introduced by filling the tank. Once the tank is
filled with water and charged with air pressure, the water valve on the tank should be opened to allow
water to exit the tank to supply the Hammer(s) with water. There is a Y type strainer that is attached to
the water valve that serves to catch any large particulates from getting into the rest of the system
components and the strainer should be blown out periodically to prevent build up. There is a service
valve attached to the outlet side of the strainer that should be used for that purpose. Water from the
strainer then travel forward through the machine to the Pelletizing controls (Flushing Panel).
An optional hydraulic driven pressure washer can be purchased and ties into the water at the pelletizing
tank as well. The pressure washer contains two strainers that must be maintained regularly. There is a
pressure regulator set to 30 psi that protect the pressure washer inlet from over pressurization and a
pressure switch that shuts the hydraulic supply to the washer off if the inlet pressure drops below 15
psi. This prevents the pressure washer from being run dry, without any water, which would burn the
pump up. Additionally, a wash down hose may be provided that is used to clean the boom and feed if
the customer requests. This hose is supplied by the pelletizing tanks and relies on the tank pressure to
operate. It has a ball valve with a nozzle that the operator can use to clean off the machine.

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Flushing Panel
The Flushing Panel provides the operator the controls to adjust the water and air mixture and flow of
the flushing media while drilling. It is located in the cab of the machine, and would be duplicated per
side if used on a two boom machine. The panel consists of three components, a Water Shut-Off valve,
Water Adjust valve, and the flushing valve. Water from the pelletizing tank is supplied to the Water
Shut-off valve to be on standby when needed for the drilling process.
Once the Water shut Off valve is opened, water flows to the Water Adjust valve which meters the
amount of water introduced to the airstream. Water is then introduced to the downstream side of the
flushing valve, where pressurized air atomizes the water and is sent out the drill string to clean the hole.
The water Adjust valve should be adjusted so that the least amount for water is used, to keep the dust
down throughout the process of drilling the hole, but not enough to muddy the cuttings, which can
cause the hole to plug and the drill steel to get stuck. Normally the operator would turn the Water Shutoff valve off, a couple feet from the bottom of the hole, to prevent the collar (starting point) of the hole
from mudding up and creating a mud dam from allowing the media and cuttings to escape. The use of
straight air begins to dry the hole and help force the cuttings out. Frequently the operator with go back
into the drilled hole with the Flushing valve open and the Water Shut-off remaining off to dry the hole
out, before moving to his next hole location.
Drill Lubricator
The Drill Lubricator operates similarly to the pelletizing circuit in that Air pressure is used to atomize
hydraulic oil from the machine hydraulic system and lubricate the front end parts of the Hammer. The
Lubricator assembly contains six components, an air pressure regulator, an oil pressure regulator, a
needle valve, a solenoid valve, a pressure switch, gauges, and a sight glass. Air from the main supply
line is sent to the assembly and reaches the pressure switch. The pressure switch is wired in series to
the solenoid that turns on the flow of oil to the circuit. Once the pressure switch senses 15 psi air
pressure, it closes, powering the solenoid to turn the flow of oil on. The air pressure is then regulated
down to 30-40 psi and sent out to the lube line.
The oil side of the circuit is supplied by pilot oil from the Feed IC block. The flow of oil is controlled by
the solenoid operated 2 way valve. Once energized, the 2 way valve supplies oil to the oil pressure
regulator which reduces the pressure to 30 psi higher than that of the regulated air pressure. This
ensures the oil will be forced into the air stream for atomization. Once the regulated oil passes the
regulator, the flow is metered, before being introduced into the air stream. The sight glass is provided to
ensure the Hammer is properly lubricated.

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PRE-OPERATION INSPECTION

NAME:

DATE:

HOURS:

WALK AROUND (Start Engine and let hydraulic fluid warm)

O.K.

EQUIPMENT PROBLEM

NOT

Inspect Lugs, Tires and Tire Pressure ...........................

Inspect Feed Cables (loose cables)...............................
Inspect all hoses for cracks or wear...............................
Check Hydraulic Oil.......................................................
Check Air Compressor Oil.............................................
Check Hydraulic and Compressor oil cooler coils.........
Check Engine Oil (refer to Engine manual) ..................
Check Fuel Level ...........................................................
Check Filter Condition Indicators (Air, Hydraulic, Tram)
Fill Water Tank (as needed) ..........................................
Drain sediment from Water Tank (as needed) ..............
Lubricate mid-point centralizer sheave..........................
Lubricate hose wheel sheave........................................
Lubricate hose wheel (top) ............................................
Check oil level in reservoir/lubricator for drill chuck .......
Drain water from filter for chuck lubricator ....................
Ensure all hose connections are secure ........................
Inspect striking bar (end must be flat and square).........
Inspect threads on striking bar, couplings and steel......
Inspect seals in flushing head ........................................
Inspect front cap (keep front cap tight) ..........................
Inspect side rods (keep side rods tight) .........................
Lubricate drill transmission (20 pumps) .........................

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STARTING THE ENGINE

Locate and check the following switches and controls for proper positions as indicated in the following
illustrations: (Oil light will come on)

Ignition Key
RUN
E-Stop
PULLED
OUT

Park
Brake/Reset
Switch
ON

Feed Lever
OFF

Feed Fast Forward

OFF

Engine Speed
AUTO

Tram Speed
AUTO

Drill
Hammer
OFF

Boom Lift
OFF

Boom Swing
OFF
Collar
OFF

Air Compressor
OFF

Drill Rotation
OFF

RTC
OFF

The WARM-UP idle speed allows the hydraulic system to operate cold
without adversely affecting its components. However, this idle speed causes
diesel fuel to accumulate in the recesses of the exhaust manifold, which
eventually weeps through the exhaust seals. It is therefore necessary to limit
the operation time in the warm-up mode to five minutes.
1. Rotate IGNITION key to the start position, and release as the engine starts. Let engine idle for
15-20 seconds.
Drilling with any filter plugged will cause fluid to by-pass filters and allow contaminants to
enter system components, causing premature failure.

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The Return Filter Plugged warning indicator may light up during initial engine start-up. This
is normal for cold operation for up to five minutes, or until oil reservoir temperature reaches
90 degrees Fahrenheit, whichever occurs first.
2. Actuate Drill Hammer Switch to the REVERSE position to allow oil to circulate and warm the
percussor and barrel to operating temperature.
3. Check hydraulic fluid temperature every ten minutes and turn hammer OFF when it reaches 110
to 120 degrees Fahrenheit.

TRAMMING (W/ BRAKE TEST)

Position the boom straight ahead and down far enough to allow maximum visibility without dragging the
hoses. Ensure that the boom and feed extension cylinders are fully retracted. The Feed may be
positioned on top of, and parallel to the boom, or rotated to the side of the boom.
When maneuvering around corners, keep the boom in the SAFE zone and swing the feed
when additional clearance is required. Jacks must be down before the Boom Swing
Indicator is moved from the SAFE zone.
Always move machine with Tram Speed in the LOW position while maneuvering in narrow
headings or down declines.
1. Set ENGINE SPEED CONTROL to FULL.
2. Ensure jacks are fully retracted and out-riggers are in.
3. Perform Brake Test in accordance with the following:
a. Locate the machine on a flat level area with clearance to the front and rear of the machine.
Make sure there are no personnel in the area of the machine during the brake test.
b. Leave the park brake switch ON and actuate the TRAM CONTROL in both FORWARD &
REVERSE direction. Slowly return the tram control to the stop position (the engine will stall
if the tram lever is moved too far).
c. If the machine moves, DO NOT tram the machine any further. Immediately place tram
control in NUETRAL position. Set the jacks or chock the wheels. Shut down machine and
call for a mechanic.
4. Turn Tram Lights ON.
5. Turn Park Brake OFF.

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6. Slowly move the tram control to forward tram. Tram pressure should build and the machine
should move forward.
7. With the feed level and aligned with the centerline of the machine, position machine
perpendicular (90) to the face with the stinger six to ten inches from the face.
Hammer and Rotate functions will not operate if the brake switch is in the OFF position.
8. Slowly return the tram control to the stop position.
9. Turn Park Brake ON.

SET-UP FOR DRILLING

When energized (by the main circuit breaker) the AC Cabinet contains high
voltage! In an emergency, use AC Emergency Shutdown button (See Drill
Console) to de-energize the AC circuit.

Only authorized personnel shall access the AC Cabinet. ALWAYS deenergize the AC Cabinet (using main circuit breaker) before performing any
maintenance or inspection procedures. Failure to do so could result in
serious injury or death.

1. Set ENGINE SPEED CONTROL to AUTO.

2. Extend out-riggers (as applicable) and jacks. Make sure the machine is level.
3. For Electric Powered Operation, refer to the illustration below and perform the following: (for Diesel
Powered Operation, skip step 3)
a. Un-reel and plug electrical cable into a suitable power source.
b. Apply source power to the cable. The Cable Energized Indicator light will illuminate.
c. Energize the main circuit breaker on the AC Power cabinet. The Power On Indicator light will
illuminate when all phase monitor requirements are met.

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NOTE:

The Phase Failure light will come on if any of the phase monitor requirements are
incorrect. (Phase Loss, reversal, unbalance, or Low voltage)

Cable Energized
Indicator
Power On
Indicator

Phase Failure
Indicator

GFI Outlet &

AC Lights
Switch
Main Circuit Breaker
(Disconnect Switch)

d. Using the EMERGENCY STOP on the Tram Console, shut-down the diesel engine. Leave
the Main Circuit Breaker energized and return the ignition switch to the RUN position.

Emergency
Stop

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Engine Speed
Control

e. Pull Pump Motor Switch (for each available pump) and release as each motor/pump starts.

Pump Motor
Switch
- Pull to Start
- Push to Stop

INSPECT DRILL LUBRICATION

1. Actuate the FEED to the REVERSE position with the drill rotation and hammer OFF.
2. Check the lubricating air pressure (35 to 45 psi) and hydraulic pressure (20-40 psi higher
than the lube air pressure).
3. Check/the metering valve is 6-8 turns open.
4. The hydraulic pressure and the metering valve are adjusted to achieve the desired lubrication
as seen in the sight glass and at the drill. Check the lubricator sight glass for proper presence
of oil (a mist to a slight puddle.

Sight Glass

Oil Pressure
(20-40 psi above Air Pressure)
Metering Valve (6-8 Turns)

Air Pressure
(35-45 psi)

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5. Check for air/oil mist around exterior of striking bar.

Evidence of water leakage from the flushing head housing weep holes, or from around the
exterior of the striking bar area indicates leaking flushing head seals. This will cause
damage to the drill by allowing water back into the drill percussor assembly. If this condition
exists, cease operation immediately and change the flushing head seals.

Striking Bar Exterior

Weep Holes
(one on opposite side)

Pelletizing Water
Adjust Valve
Air In
Valve

Water In Valve

6. Open Air In Valve.

7. Open Water In Valve.
8. Open Pelletizing Water Adjust Valve
approximately 1/8th turn.
9. Check Weep Holes in flushing head
housing for air/water seepage and
exterior striking bar area for evidence
of water leakage.
10. Close Water In Valve.
11. Close Air In Valve.

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DRILLING PROCEDURES
The machine may run above normal operating temperature range in poorly
ventilated or closed-in areas.
Grease all threads on steel, bits, and striking bar before mating. Use a high
temperature lead or graphite base coupling lubricant.
Locate the Hole
1. Make sure the boom and feed are positioned properly with respect to the face in accordance
with the Tramming section of this manual.
2. Move the boom and feed to the desired position.
3. Sting the face by applying FEED EXTENSION and allow feed to remain in position
throughout the drilling cycle for that hole.

DO NOT cause the feed to move away from the face while the drill is
engaged in the rock. This means that no minor boom adjustments should be
attempted after the face is stung and drilling starts.
Start the Drill
The oil and hammer should be at operating temperature at this time. Starting the
hammer requires momentary application of the feed pressure to direct all available fluid
to the hammer, especially when fluid is not up to operating temperature.
1. Ensure that the Hammer switch is in the REVERSE position.
2. Momentarily position feed control forward while switching the hammer directly from REVERSE
to FORWARD.
3. Return the feed control to the REVERSE, then NEUTRAL positions when the hammer starts.
4. Position the rotation switch to the FORWARD position.
5. Open Air In and Water In valves.

1-23
REV. 0

Collar the Hole

1.

Check that the Rotation Torque Control

(RTC) is ON and the Feed Fast
Forward control is OFF.

Feed Thrust Pressure

Collar = 300-500 psi
Full = 900-1500 psi

2. Place the Collaring switch to the ON

position.
3. Place the Feed Valve
FORWARD position.

to

the

Feed pressure should be adjusted

low enough to keep the bit/steel from
deflecting, but should be high
enough
to
minimize
hammer
bounce (300-500 psi while in the
collaring mode, 900-1500 psi full
bleed pressure).

RTC
ON

Collaring ON

4. Continue collaring for the first four to six

inches of the hole, then turn the
collaring valve to OFF.

Drill the Hole

Never try to pull a stuck drill string out of a hole by retracting the feed extension cylinder or
by driving the machine away from the face. To free a stuck drill string, leave hammer and
rotation controls in the FORWARD position and move the feed control lever back and forth.

1. Ensure that the collaring control is in the OFF position.

2. Check the feed thrust, monitor the bit/steel operation, and adjust only as needed to maintain
peak efficiency (900-1500 psi).

1-24
REV. 0

As rock conditions change, it may be necessary to adjust the amount of water added to the
flushing system. Adjust only enough water to keep drilling dust to a minimum.
3. Open or close Pelletizing Water Adjust control as needed to control dust.
4. Approximately six inches from the bottom of the hole, turn off the water and allow the air to dry
out the hole as the drill retracts.
The drill will automatically retract out of the hole when the trigger on
the hosewheel base contacts the retract switch on the feed, and the
feed control lever will move to the reverse position.
5. Allow the drill to feed to the end of its travel length where it will retract.
6. Return feed control to the neutral position when the steel is completely out of the
hole.

Clean the Hole (as needed)

1. Ensure the Water In Valve is closed and the Air In Valve is open.
2. Position the Fast Feed Forward control to the ON position.
3. Position the Feed control forward and allow the flushing air to dry out the hole.
4. Repeat the Drilling Procedures for each consecutive hole until the face is
complete.

1-25
REV. 0

POST-OPERATION
Clear all personnel from the immediate area of movable surfaces during
engine and hydraulic system shut-down. Unintentional surface movement
may occur which may result in injury to personnel.
Diesel Shut-Down
1. Set the Engine Speed Switch to WARM.
After setting engine speed control, make sure that engine speed decreases to
low idle before shutting down the engine (approximately 20 seconds).
2. Push the EMERGENCY STOP button on the Tram Console and Turn off ignition key. Make
sure the master switch is turned OFF each time ignition key is turned OFF.
Switch and Control Position
Check the following switches and controls for proper positions indicated below:

Ignition Key
RUN
E-Stop
PULLED
OUT

Park
Brake/Reset
Switch
ON

Feed Lever
OFF

Feed Fast Forward

OFF

Engine Speed
AUTO

Tram Speed
AUTO

Boom Lift
OFF

Boom Swing
OFF
Collar
OFF

1-26
REV. 0

RTC
OFF

Air Compressor
OFF

Drill
Hammer
OFF

Drill Rotation
OFF

ANGLE INDICATOR SET-UP

ADS-300
WIRELESS ANGLE INDICATOR

1-27
REV. 0

General Specification:

50 120 231 - Transmitter

Range/Resolution..
Accuracy
Battery...
Battery Life...
RF Power..
Frequency Channels.
Antenna
Dimensions..

+/- 45 degrees @ 5 degree increments

10% Tolerance over entire range
(2) 3.6V Lithium D cell in parallel
4000-5000 hours
< 1mW
1 AM Channel (418 MHz), 8 FM Channels
(410MHz-426MHz)
Internal
9x 3x3 (L x W x H)

50 120 233 - Receiver

Display readout. 16 x 2 character display
Power display 24VDC +/-15%@350mA (8.4VA)
Frequency Channels 1 AM Channel (418 MHz),
8 FM Channels (410MHz-426MHz)
Receiver sensitivity. -100dBm
Antenna. External
Dimensions.. 9x 3x3 (L x W x H)

1-28
REV. 0

Purpose:
To set up angle indicators and to determine and/or verify their accuracy.
Equipment:
1. Digital level
2. Angle indicator Test Procedure Data Sheet
Procedure:
1. Level the rotary actuator using the digital level.
2. Locate feed in the normal (12 oclock) position.
3. Level the feed using the digital level.
4. Rotate feed +45 degrees from its normal position.
5. Confirm that the feed is still level with the digital level.
6. Adjust transmitter mounting bracket until receiver indicates 0 degrees
7. Rotate transmitter 45 degrees from its normal position.
8. Confirm that the feed is still level with the digital level.
9. Adjust transmitter mounting bracket until receiver indicates 0 degrees
10. With feed in normal position, and the angle indicator reading LEVEL measure and record the
angle with the digital level.
11. Tilt the feed down and measure/record the angle with the digital level at the following indicator
readings.
a. -2 degrees
b. -3 degrees
c. -5 degrees
d. -15 degrees
e. -30 degrees
f.

-40 degrees

12. Tilt the feed up and measure/record the angle with the digital level at the following indicator
readings.
a. 2 degrees
b. 3 degrees
c. 5 degrees
d. 15 degrees
e. 30 degrees
f.

40 degrees

1-29
REV. 0

Procedure (continued):
13. Rotate the feed to approximately +90 degrees from normal.
14. With feed in 90 degrees to the normal position, and the angle indicator reading LEVEL
measure and record the angle with the digital level.
15. Tilt the feed down and measure/record the angle with the digital level at the following indicator
readings.
a. -2 degrees
b. -3 degrees
c. -5 degrees
d. -15 degrees
e. -30 degrees
f.

-40 degrees

16. Tilt the feed up and measure/record the angle with the digital level at the following indicator
readings.
a. 2 degrees
b. 3 degrees
c. 5 degrees
d. 15 degrees
e. 30 degrees
f.

1-30
REV. 0

40 degrees

Angle Indicator Test Procedure Data Sheet

Machine Build Number:

Date:

Tested By:

Approved by:

Transmitter s/n:
Receiver s/n:
Feed Rotation Angle
0 (12 o'clock)
Feed Tilt
Measured Indicator
Angle
Angle
Reading
(degrees)

90 (9 o'clock)

Absolute
Error

Relative
Error

40

30

Measured Indicator
Angle Reading

Absolute
Error

Relative
Error

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

15

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

LEVEL

#DIV/0!

#DIV/0!

-2

#DIV/0!

#DIV/0!

-3

#DIV/0!

#DIV/0!

-5

#DIV/0!

#DIV/0!

-15

#DIV/0!

#DIV/0!

-30

#DIV/0!

#DIV/0!

-40

#DIV/0!

#DIV/0!

Notes:

1-31
REV. 0

1-32
REV. 0
General Layout
DRAWING 95118011 REV. 1

50 120 231 Transmitter

1-33
REV. 0

Transmitter Settings
DRAWING 95118014 REV. 2

50 120 231 Transmitter

1-34
REV. 0

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

CHANGE
DISPLAY

PRESS TO

General Layout
DRAWING 95118010 REV. 1

50 120 233 Receiver

1-35
REV. 0

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

CHANGE
DISPLAY

PRESS TO

CHANGE
DISPLAY

PRESS TO

CHANGE
DISPLAY

PRESS TO

50 120 233 Receiver

Operation Screen Display
DRAWING 95118012 REV. 1

1-36
REV. 0

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

ADS-300

OCI Part No. 50 120 233

Wireless Angle Measurement

CHANGE
DISPLAY

PRESS TO

CHANGE
DISPLAY

PRESS TO

CHANGE
DISPLAY

PRESS TO

50 120 233 Receiver

Status Screen Displays
DRAWING 95118013 REV. 1

1-37
REV. 0

Receiver Settings
DRAWING 95118015 REV. 1

50 120 233 Receiver

THIS PAGE INTENTIONALLY BLANK

1-38
REV. 0

MAINTENANCE
SECTION / NAME

PAGE NUMBER

Torque Values..................................................................................................................
Fluids and Filters..............................................................................................................
Maintenance Schedule ...................................................................................................
Chassis Service ...............................................................................................................
Parallel Roll Boom (PRB) Service....................................................................................
Hydraulic Cable Feed (HCF) Service...............................................................................
Drill Service......................................................................................................................
Dual Caliper Brake Service ..............................................................................................
Hydraulic Drill Controls (HDC3) Service ..........................................................................
Cable Reel Service ..........................................................................................................

2-2
2-3
2-5
2-11
2-13
2-21
2-41
2-53
2-55
2-135

2-1
REV. 0

TORQUE VALUES

Bolt Size
Inches
1/4
5/16
3/8
7/16
1/2
9/16
5/8
3/4
7/8
1
1-1/8
1-1/4
1-3/8
1-1/2
1-5/8
1-3/4
1-7/8
2

Standard Steel Bolt Torque Specifications

(Standard Dry Torque in Foot-Pounds)
Coarse Threads/inch
SAE
SAE
SAE
Gr 0,1,2
Gr 3
Gr 5
20
6
9
10
18
12
17
19
16
20
30
33
14
32
47
54
13
47
69
78
12
69
103
114
11
96
145
154
10
155
234
257
9
206
372
382
8
310
551
587
7
480
872
794
7
375
1211
1105
6
900
1624
1500
6
1100
1943
1775
5.5
1470
2660
2425
5
1900
3463
3150
5
2360
4695
4200
4.5
2750
5427
4550

SAE
Gr 6
12.5
24
43
69
106
150
209
350
550
825
1304
1815
2434
2913
3985
5189
6980
7491

SAE
Gr 7
13
25
44
71
110
154
215
360
570
840
1325
1825
2500
3000
4000
5300
7000
7500

SAE
Gr 8
14
29
47
78
119
169
230
380
600
700
1430
1975
2650
3200
4400
5650
7600
8200

Copyright 2004-2006 EngineersHandbook.com

Metric Steel Bolt Torque Specifications

(Standard Dry Torque in Foot-Pounds)
Bolt Size
Millimeters

Coarse Threads Pitch

Standard
5D

Standard
8G

Standard
10K

Standard
12K

6 mm
8 mm
10 mm
12 mm
14 mm
16 mm
18 mm
22 mm
24 mm

1.00
1.00
1.25
1.25
1.25
2.00
2.00
2.50
3.00

5
10
31
34
55
83
111
182
261

6
16
40
54
89
132
182
284
419

8
22
45
70
117
175
236
394
570

10
27
49
86
137
208
283
464
689

Copyright 2004-2006 EngineersHandbook.com

2-2
REV. 0

FLUIDS AND FILTERS

Please refer to the Original Equipment Manufacturers literature for proper fluids or lubricants. When
there is conflicting information, ALWAYS follow the Original Equipment Manufacturers instruction.

HYDRAULIC OIL (54 GALLON)

MOBIL............................................................................................................................ AW100
CONCO................................................................................................................... 150 VG 100
CHEVRON.....................................................................................MACHINE OIL AW ISO 100
EXXON ................................................................................................................. NUTO H 100
GULF ..................................................................................................... GULF HARMONY 100
TEXACO ..........................................................................................................RANDO HD 100
SHELL....................................................................................................................TELLUS 100
DRIVE LINE OIL (18.9 LITERS or 20 QUARTS)
MOBIL.................................................................................................... LUG HD 80W 90 GL 5
CHERVON....................................................................................RPM UNIVERSAL GL 80 90
ENGINE COOLANT (8.5 LITERS
TEXACO .....................................................HAVOLINE DEX-COOL, PRE-MIX, 50/50 BLEND
ENGINE FUEL (80 GALLON)
ASTM ............................................................................................................. #2 DIESEL FUEL
ENGINE OIL (16 LITERS)
VALVOLINEPREMIUM BLUE ............................. SAE 15W-40 HEAVY DUTY ENGINE OIL
EXXON .............................................................................................................................. XD-3
CONOCO.............................................................................................DIESEL OIL S-3 FLEET
MOBIL.................................................................................................................DELVAC 1300
TEXACO ...................................................................................................URSA OIL SUPER 3
AIR COMPRESSOR OIL (4.35 LITERS OR 4.6 QUARTS)
MOBIL..................................................................................................................... DTE LIGHT
CONCO.................................................................................................. DECTOL R&O ISO 32
CHEVRON .............................................................................................TURBINE GST ISO 32
GREASE (5 GALLON)
MOBIL..............................................................................................MOBILGREASE SPECIAL
CONOCO......................................................................................................... SUPERLUBE M
ARCO......................................................................................................................... EP MOLY
EXXON ................................................................................................................. BEACON Q2
GULF ............................................................................................................... GULFEX MOLY
TEXACO .........................................................................................MARFOK MULTI-GREASE
SHELL........................................................................................ SUPER DUTY LITHIUM MDS
CITGO.............................................................................................................. EXTRA RANGE

2-3
REV. 0

COMPLETE FILTER LIST

For
MACHINE SERIAL NO. 202839

MERCEDES DIESEL ENGINE (50 031 046)

FUEL FILTER
FUEL FILTER SCREEN
FUEL / WATER SEP
OIL FILTER

90 470 063
90 470 064
90 470 065
90 470 067

1 EACH
1 EACH
1 EACH
1 EACH

ENGINE AIR CLEANER (UV400201)

PRIMARY ELEMENT
SECONDARY ELEMENT

90 472 044
90 472 045

1 EACH
1 EACH

HYDRAULIC MAIN RETURN (50 072 053)

ELEMENT
TANK VENT

90 470 048
501072-0092

3 EACH
1 EACH

DRILL PRESSURE FILTER (50 072 057)

ELEMENT

90 470 048

1 EACH

TRAM FILTER (50 072 056)

ELEMENT
O - RING
BACKUP RING

90 470 072
50 072 040-01
50 072 040-02

1 EACH
1 EACH
1 EACH

SULLAIR AIR COMPRESSOR (50 047 014)

PRIMARY ELEMENT
SAFETY ELEMENT
LUBE OIL ELEMENT
SEPARATOR/OIL ELEMENT

90 472 010
90 472 011
4140275-0067
4140275-0068

1 EACH
1 EACH
1 EACH
1 EACH

THIS LIST IS FOR ONE COMPLETE FILTER CHANGE ON A

DPIS-1-HED SINGLE BOOM DRILL WITH A MERCEDES 904 TIER III ENGINE

2-4
REV. 0

MAINTENANCE SCHEDULE
The following checklists furnish a complete listing of regularly scheduled maintenance to be performed
on this machine. The title at the top of each checklist indicates the task performance interval. This
listing is arranged by Periodicity and includes Every Shift, 40 Hour Intervals, and 250 Hour Intervals.
Each checklist contains a brief description of the Task to be performed and includes a column to list
any equipment problems.
As noted below, the vehicle Diesel Engine, Transmission, Drive Axles, etc. all have specific OEM
supplied maintenance schedules. Refer to these specific maintenance schedules for proper
maintenance of these components. These maintenance schedules must be utilized to ensure warranty
validity.

Review and perform all OEM-required scheduled maintenance for the Diesel Engine,
Transmission, Drive Axles, etc. as directed in the OEM manuals.

Unless otherwise specifically directed all checks listed shall be performing while the Vehicle
Engine is Off.

ALWAYS chock wheels prior to performing any maintenance. Failure to do so could result in
serious injury or death.

2-5
REV. 0

MAINTENANCE SCHEDULE - EVERY SHIFT

NAME:
O.K.

DATE:

EQUIPMENT PROBLEM

NOT

CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly................................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect all Filters and Filter Indicators..........................
Check Drop Box Oil .....................................................
Check Engine Oil (see Engine manual) .......................
Check Compressor Oil (also @ 1000 hrs) ...................
Fill Water Tank (bleed air before removing cap)..........
Bleed sediment from bottom of water tank ..................
Drain Lubricator Water Separator ................................
Fill Lubricator with Oil...................................................
Blow down Y Strainer.................................................
BOOM
Inspect for Hose Leakage and Wear ...........................
Inspect all Cylinders.....................................................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Grease Feed Assembly (see Feed Lube Chart)..........
DRILL
Service Drill Assembly (see Drill Lube Chart)..............
Check Drill bit for dullness or chipping.........................
Inspect Chuck lubrication (25-30 drops per minute) ....

2-6
REV. 0

HOURS:

MAINTENANCE SCHEDULE - EVERY 40 HOURS

NAME:
O.K.

DATE:

HOURS:
EQUIPMENT PROBLEM

NOT

CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly ...............................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect all Filters and Filter Indicators .........................
Inspect Belts for cracks or wear ...................................
Inspect Water Hoses for cracks or wear ......................
Inspect Steering ...........................................................
Inspect Drive Lines.......................................................
Test Park Brake ...........................................................
Check Engine Speed Control.......................................
Change Engine Air Filter (as needed)..........................
Change Compressor Air Filter (as needed) .................
Check Compressor Oil (also @ 1000 hrs) ...................
Drain Air Tank ..............................................................
Fill Lubricator with Oil ...................................................
Drain Lubricator Water Separator ................................
Drain Water Tank .........................................................
Blow out Water Strainer ...............................................
Blow out Hydraulic Heat Exchanger.............................
Grease Chassis (see Chassis Lube Chart)..................

2-7
REV. 0

MAINTENANCE SCHEDULE EVERY 40 HOURS (CONT.)

NAME:
O.K.

DATE:

EQUIPMENT PROBLEM

NOT

BOOM
Inspect Hoses for Leakage and Wear .........................
Inspect Cylinders .........................................................
Grease Boom (see Boom Lube Chart) ........................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Inspect Rear Cable Sheaves .......................................
Adjust Feed Cables .....................................................
Adjust Cable Gibs ........................................................
Adjust Mid-point Gibs...................................................
Adjust Hose Wheel Gibs..............................................
Grease Feed Assembly (see Feed Lube Chart)..........
Inspect Hammer Hoses (replace as needed) ..............
DRILL
Inspect Water Seals, Striking Bar and Bushing...........
Service Drill Assembly (see Drill Lube Chart)..............
Inspect Hoses for Leakage ..........................................
Inspect Side Rod, Mounting Bolts, and Chuck Nut .....

2-8
REV. 0

HOURS:

MAINTENANCE SCHEDULE EVERY 250 HOURS

NAME:
O.K.

DATE:

HOURS:
EQUIPMENT PROBLEM

NOT

CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly ...............................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect Belts for cracks or wear...................................
Inspect Water Hoses for cracks or wear ......................
Inspect Steering ...........................................................
Inspect Drive Lines.......................................................
Change Engine Oil (see Engine manual) ....................
Change Engine Air Filter (as needed)..........................
Change Tram Oil Filter.................................................
Change Engine Oil Filter (see Engine manual)............
Change Engine Fuel Filter (see Engine manual)...........
Change Drop Box Oil (also @ 1200 hrs) .....................
Change Compressor Oil (also @ 1000 hrs).................
Drain Air Tank ..............................................................
Drain Lubricator Water Separator ................................
Test Park Brake ...........................................................
Inspect Axle Oil Level (see Front/Rear Axle manual) ..
Inspect for Hose Leakage, replace worn hoses...........
Inspect Water Pump for Seal Leakage ........................
Inspect Compressor Air Filter.......................................
Inspect Compressor Lube Oil Filter .............................
Grease Chassis (see Chassis Lube Chart) .................

2-9
REV. 0

MAINTENANCE SCHEDULE EVERY 250 HOURS (CONT.)

NAME:
O.K.

DATE:

EQUIPMENT PROBLEM

NOT

BOOM
Inspect Hoses for Leakage and Wear .........................
Inspect Cylinders .........................................................
Tighten all Boom Pin Bushings....................................
Replace Worn Hoses (as needed)...............................
Inspect Boom Ext. Wear Pads (re-shim if needed) .....
Inspect Trunion Feed Clamps......................................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Grease Feed Assembly (see Feed Lube Chart)..........
Adjust Feed Cables .....................................................
Adjust Cable Gibs ........................................................
Adjust Mid-point Gibs...................................................
Adjust Hose Wheel Gibs..............................................
Inspect Hammer Hoses, replace as needed ...............
Inspect Stinger.............................................................
DRILL
Inspect Water Seals, Striking Bar and Bushing...........
Service Drill Assembly (See Drill Lube Chart) .............
Inspect Hoses for Leakage ..........................................

2-10
REV. 0

HOURS:

CHASSIS SERVICE

Service Every 40 Hours

1 Stabilizer Pivot Pins (6 Grease Fittings)
2 Fan Hub (1 Grease Fitting)
Service Every 250 Hours
3 Front Axle Bearings (2 Grease Fittings)
4 Front Drive Shaft (2 Grease Fittings)
5 Center Drive Shaft (3 Grease Fittings)
6 Articulation Pivot Pins (4 Grease Fittings)
7 Steering Cylinder Pins (2 Grease Fittings)
8 Rear Drive Shaft (3 Grease Fittings)
9 Rear Axle Bearings (2 Grease Fittings)

Stabilizer Pins

Service Every 500 Hours

10 Front Axle Lube Oil
11 Drop Box Lube Oil
12 Rear Axle Lube Oil

Tram Pump

Center Drive Shaft

9, 12
Rear Axle
8 Rear Drive
Shaft

Front Drive Shaft

5

11
Drop Box

3, 10
Front Axle

2-11
REV. 0

6
Service Every 40 Hours
1 Stabilizer Pivot Pins (6 Grease Fittings)
2 Fan Hub (1 Grease Fitting)
Service Every 250 Hours
3 Front Axle Bearings (2 Grease Fittings)
4 Front Drive Shaft (2 Grease Fittings)
5 Center Drive Shaft (3 Grease Fittings)
6 Articulation Pivot Pins (4 Grease Fittings)
7 Steering Cylinder Pins (2 Grease Fittings)
8 Rear Drive Shaft (3 Grease Fittings)
9 Rear Axle Bearings (2 Grease Fittings)

Articulation Joint
Pivot Pins

Service Every 500 Hours

10 Front Axle Lube Oil
11 Drop Box Lube Oil
12 Rear Axle Lube Oil

7
Steering Cylinder Pins

2-12
REV. 0

Fan Hub

PARALLEL ROLL BOOM (PRB) SERVICE

Boom Lubrication
3

5
11

12
3
9
7

4
10
9

13

Cylinder Removed

Every 40 Hours:
1 Pivot Support (4 Grease Fittings)
2 Horizontal Pivot Pin (2 Grease Fittings)
3 Boom Extension (8 Grease Fittings)
4 Boom Slider Wear Pads (4 Grease Fittings)
5 Feed Tilt Cylinder (3 Grease Fittings)
6 Feed Swing Cylinder (3 Grease Fittings)
7 Feed Tilt Pivot Pin (2 Grease Fittings)
8 Feed Swing Pivot Pin (2 Grease Fittings)
9 Boom Lift Cylinder (4 Grease Fittings)
10 Swing Master Cylinder (4 Grease Fittings)
11 Swing Slave Cylinder (4 Grease Fittings)
12 Roll Actuator (2 Grease Fittings)
13 Boom Extend Cylinder (1 Grease Fitting)

Boom Extend Cylinder

Feed Swing Pivot Pin

2-13
REV. 0

Tapered Wrist Pin Assembly and Installation

For wrist pin replacement, start with REMOVAL procedures below. For initial factory installation, go
directly to INSTALLATION instructions.
REMOVAL
1. Support and remove the feed and feed table from the roll actuator.

2. Support the roll actuator, which is mounted to the wrist clevis.

3. Disconnect the wrist swing cylinder rod-end from the wrist clevis so it can move freely from side to
side on the wrist universal.
4. Remove the old wrist clevis pin.

INSTALLATION
CAUTION
To prevent galling, and other associated damage, it is extremely
important to completely clean all grease and foreign matter from the
clevis pin boss, the mating surface between the clevis ears and the wrist
universal, and the pin bushings in the universal.

WRIST
WRIST UNIVERSAL
UNIVERSAL
PIN
BUSHINGS,
PIN
BUSHINGS
TOP &&BOTTOM
(TOP
BOTTOM)
CLEVIS TANGS
TANGS
CLEVIS

MATING SURFACES
MATING SURFACES

CLEVIS
PINBORE
BORE
CLEVIS PIN

2-14
REV. 0

2. Align the wrist clevis pin boss with the universal bushings and insert the new wrist pin with tapered
ends (2).
1 - GRADE 8 BOLT

SWING CYLINDER YOKE

2 - WRIST SWING TAPERED PIN

3 - WRIST CLEVIS
4 - TAPERED BUSHINGS (2)
5 - WASHERS (2)
6 - LOCKNUT

3. Apply an anti-seize compound inside each slotted tapered bushing (4) and to the lower half of the
outer surface.

4 - TAPERED
BUSHINGS (2)

2-15
REV. 0

4. Set the tapered bushings in the top and the bottom clevis ear bores so that they may be drawn over
the tapered end of the wrist pin when tightened.
CAUTION
Ensure the tapered bushings are installed straight to prevent binding.

TAPERED BUSHING SLOT

5. Maintain the bushings in a straight position and tap the bushings into place until only the very top of
the slots are visible.

6. Apply a removable thread locker (Locktite 242) to the threads on the Grade 8 Hex Head Bolt (1).

2-16
REV. 0

7. Install the bolt with the 7/8 flat washer (5) down through the top tapered bushing, through the wrist pin
and out the bottom bushing.
1 - GRADE 8 BOLT

5 - WASHERS (2)

8. Install the other 7/8 flat washer and the 7/8 -9 hex lock nut on the bottom.
PINCH POINT!

5 - WASHER (BOTTOM) and 6 - LOCK NUT

9. Use a 1 - 5/16 socket on the bolt head and a 1 - 7/16 socket on the nut to turn the nut onto the bolt,
which will draw the tapered bushings on to the wrist pin. Tighten the bolt/nut until only the very ends of
the bushing slots are visible beyond the outer surface of the ears.

2-17
REV. 0

CAUTION
During the torque sequence, the ears of the wrist clevis will pinch the
wrist universal and prevent the wrist clevis from moving freely. Therefore
it will be necessary to apply a shocking blow (or blows) to the bolt head.
This will permit the clevis ears to spring back to their normal position and
allow the wrist clevis to move freely.
SWING CYLINDER YOLK
CLEVIS EAR (TOP)

PINCH
POINT!
PINCH
POINTS

10.

Hold the bolt head stationary, and torque the nut to 200 ft/lb.

11.

Rap the head of the bolt with a (minimum) 12 lb. hammer until the clevis moves freely about the
wrist universal.

2-18
REV. 0

12. Refer to Step 10 and re-torque the nut to 300 ft/lb.

13. Refer to Step 11 and rap the head of the bolt again. Check the clevis for freedom of movement.
14. Refer to Step 10 and apply a final torque of 600 ft/lb. to the nut.
15. Rap the head of the bolt again and check the clevis for freedom of movement.
NOTE
On a new clevis installation, full clevis travel may be limited by contact of
the top or bottom welded bead on the backside of the clevis face, with the
top or bottom surfaces of the wrist universal.

16.

Check for any interference between the clevis welded bead and the wrist universal leading edges.

POSSIBLE INTERFERENCE POINTS

17.

Grind excessive material from the universal top or bottom leading edges as needed until full clevis
travel is obtained.

18.

Clean and paint affected area.

2-19
REV. 0

19.

Apply lubrication to the grease fitting, and move the clevis about the wrist universal to ensure
coating of the bushings and the mating surfaces.

GREASE FITTING

20.

Inspect for a clearance of 0.011 to 0.051 between the clevis ear and the wrist universal on
bottom surface.

BOTTOM SURFACE
0.011 - 0.051 CLEARANCE

2-20
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HYDRAULIC CABLE FEED (HCF) SERVICE

Feed Table Orientation

2-21
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Feed Assembly Component Description

5
4
6

1. Feed Guide: Supports moving components

(hose wheel, drill cradle and mid-point
centralizer) and mounted components. Moving
components slide on rail surface.

5. Front Centralizer: Assembly is mounted to

the forward end of the feed guide and provides
support to the dust deflector and stinger.

2. Hose Wheel: Includes base, hydraulic hose

wheel, and sheave (retract cable pulley). The
base supports the wheel and the sheave and is
secured to the left and right rails of the feed
guide by two pairs of gibs.

6. Hydraulic Cylinder: The cylinder barrel is

installed between the hose wheel and mid-point
centralizer and maintains equal distance
between them through the full length of travel.
The piston rod passes through the hose wheel
base and is secured to the aft end of the feed
guide.

3. Drill Cradle Assembly: Includes cradle, pull

down cable connector, retract cable securing
hardware and an optional feed guide lubricating
manifold. The cradle supports the drill and is
secured to the left and right rails of the feed
guide by four pairs of gibs.

7. Pull Down Cable: The swaged collar end is

secured to the cradle assembly. The cradle is
routed around the mid-point centralizer sheave
and the threaded end is secured to the aft end
of the feed guide.

4. Mid-Point Centralizer: Includes base and

sheave (pull-down cable pulley). The base
supports the sheave and provides a mounting
pad for the centralizer (drill sting stabilizer). The
base is secured to the left and right rails of the
feed guide by two pairs of gibs.

2-22
REV. 0

8. Retract Cable: The thimble terminal end is

secured to the cradle assembly. The cable is
routed around the hose wheel assembly sheave
and the threaded end is secured to the manifold
bracket.

Feed Lubrication

Mid-Point Centralizer
Auxiliary Swing
Hose Wheel

Service Every 8 Hours

1 Hose Wheel Assembly (4 Grease Fittings)
2 Mid-Point Centralizer Assembly (4 Grease Fittings)
3 Auxiliary Swing Assembly (4 Grease Fittings)

Hose Wheel Assembly

3
2

Auxiliary Swing

Mid-Point Centralizer
2-23
REV. 0

Feed Assembly Inspections

FEED GUIDE CLEARANCE INSPECTION
INDICATIONS

Contact between parts is found (feed guide clearance less than minimum).

Evidence of feed guide or gib wear.

Evidence of drill cradle misalignment, exhibited by repeated steel breakage.

REQUIREMENTS
Complete this inspection when:
a. Any of the above Indications exist.
b. Any gib is disturbed (removed or cap screws loosened).
c.

The hose wheel assembly, drill cradle, or mid-point centralizer is removed/installed.

INSPECTION
1. Hose Wheel Assembly. Check for 3/16 inch minimum clearance between the top of the feed
guide and hose wheel base.
2. Drill Cradle and Mid-Point Centralizer. Check for 1/16 inch minimum clearance between the top
of the feed guide and the drill cradle and the mid-point centralizer base.

MID-POINT CENTRALIZER
CLEARANCE
HOSE WHEEL
BASE CLEARANCE

DRILL CRADLE
CLEARANCE

ALL CLEARANCES
MUST BE EQUAL!

2-24
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3. Gib-To-Feed Guide Clearance. Determine inspection location on feed guide as follows:

NOTE: The feed guide rail surfaces will tend to wear uneven. For this
reason, gib-to-feed guide clearance inspection should be made at the tightest
location on the feed guide.
a. Actuate assembly full length of travel and observe tightest location between feed guide and
lower gibs.
b. Make inspections at tightest location on feed guide.
4. Check that the clearance between each lower gib and the tightest location of the feed guide is
not less than 0.015 inch. Check both ends of each gib.

CHECK CLEARANCE HERE

(TWO PLACES PER GIB)

CORRECTIVE ACTION
1. If the drill cradle four clearances are not equal, complete Feed Guide Clearance Adjustment.
2. If clearance is less than the minimum, complete Feed Guide Clearance Adjustment procedure for the
effected assembly.
3. If lower gib clearance is not within limits, complete Gib-To-Feed Guide Clearance Adjustment for the
effected assembly.

2-25
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FEED GUIDE WEAR INSPECTION

INDICATIONS
If you have trouble obtaining feed guide clearance, the feed guide rail surfaces may be worn.
Normally, shims installed between the upper gibs and the assembly (hose wheel, drill cradle, mid-point
centralizer) will provide clearance between that assembly and the feed guide.

REQUIREMENTS
Complete Feed Guide Clearance Inspection before
completing this procedure.
Complete this procedure if required feed guide clearance
can not be obtained.

INSPECTION
Inspect feed guide rail surfaces for excessive wear.

EXCESSIVE
WEAR
PROFILE

NORMAL
PROFILE

CORRECTIVE ACTION
Replace feed guide if surfaces are excessively worn.
FEED GUIDE RAIL PROFILE

MID-POINT CENTRALIZER
CLEARANCE
HOSE WHEEL
BASE CLEARANCE

DRILL CRADLE
CLEARANCE

ALL CLEARANCES
MUST BE EQUAL!

2-26
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DRILL STEEL INSPECTION

INDICATIONS
Problems that can cause the drill steel and shanks to break include:

Not maintaining sufficient forward pressure during drilling operations (improper operation).

Loose drill string due to low hydraulic flow or pressure.

Misaligned drill steel.

REQUIREMENTS
Complete this procedure if repeated drill steel breakage is experienced.

INSPECTION / CORRECTIVE ACTION

Complete the following checks and adjustments in the order listed.

1. Check P1 and P2 pressures.

2. Check feed relief pressure.
3. Check Drill Steel Alignment. Misaligned drill steel will cause excessive heat to be generated
at the shank. This problem often causes drill steel and shanks to break 1 to 2.5 inches in the
rock drill. Complete Feed Assembly Alignment Inspection.
4. Check Feed Thrust Pressure. Feed thrust pressure should to be set to maintain tight drill
string during drilling operations. Loose drill string will cause excessive heat to be generated at
the shank coupling joint.
5. Check Feed Flow Rate. Low feed flow rate will cause the hydraulic feed to not keep up with
drill penetration rate.
6. Complete Hydraulic Cylinder Leak Test.

7. Inspect Drill hammer. Defective or worn o-rings on the feed flow shift valve can allow
hydraulic pressure to bypass back to the tank.

2-27
REV. 0

FEED ASSEMBLY ALIGNMENT INSPECTION

INDICATIONS

Evidence of hose wheel misalignment, exhibited by uneven gib wear.

Evidence of misalignment of the mid-point centralizer or drill cradle, exhibited by repeated steel breakage.

REQUIREMENTS

Complete this inspection when any of the above indications exist.

If repeated steel breakage is experienced, complete Drill Steel Inspection before proceeding.

INSPECTION
1. Actuate assembly full aft. View the drill cradle from the front of the feed assembly. Sight-align drill
centerline to the feed guide.
2. View the hose wheel assembly and mid-point centralizer from the front of the feed assembly. Sightalign hose wheel assembly and mid-point centralizer centerlines to the feed guide.
3. With drill installed, actuate assembly full forward. View the drill chuck, from the front of the feed
assembly, looking through the mid-point and front centralizers.

VIEW THRU CENTRALIZERS FOR

HORIZONTAL ALIGNMENT WITH DRILL

CORRECTIVE ACTION
If the drill cradle, hose wheel assembly, or mid-point centralizer is not in alignment with the feed guide,
complete Feed Assembly Alignment Adjustment.

2-28
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FEED ASSEMBLY TRAVEL INSPECTION

INDICATIONS

Evidence of parts contact between front and mid-point centralizers (full forward position) or parts contact
between drill bit and front centralizer (full retract position).

Drill bit protruding forward of stinger in full retract position.

Not obtaining sufficient drill steel forward travel - bent retract trigger.

REQUIREMENTS

Complete this inspection when any of the above indications exist and the retract cable or pull-down cable
adjustment nuts are loosened.

INSPECTION
1. Actuate feed assembly full forward.
2. Check that there is 1/4 to 1/8 inch clearance between parts contact of the front centralizer and mid-point
centralizer assemblies. Reference Clearance A.
3. Check for 1/2 inch clearance between parts contact of the drill cradle and mid-point centralizer. Reference
Clearance B.
4. With steel assembly (including bit) installed, actuate feed assembly full aft.
5. Observe that the drill bit is not in contact the front centralizer assembly and is not forward of the stinger.
Reference Area C.

A
B
C

CORRECTIVE ACTION
If any of the above limits are not met, complete Feed Travel Adjustment.

2-29
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HYDRAULIC CYLINDER LEAK TEST

INDICATIONS
Worn piston seals in the hydraulic cylinder can allow fluid to leak around the cylinder piston, resulting in
difficulty maintaining drill feed pressure and poor drill performance.
INSPECTION
1. Place a 2-3 inch wood block (1) on feed guide, against front centralizer base, to limit forward travel of the
feed assembly.
INSTALL WOOD BLOCK
TO LIMIT FORWARD TRAVEL

2. Actuate the feed assembly full forward.

3. Remove the hydraulic line from the retract port (2). Plug the hydraulic line.
4. Apply hydraulic pressure to the extend port (3) (feed handle forward) and observe if hydraulic fluid comes
out of the open retract port (2).
5. If hydraulic fluid comes out of the retract port, the cylinder is defective
6. If hydraulic fluid does not come out of the retract port, proceed to the next step.
7. Install hydraulic line to the retract port (2).
8. Actuate the feed assembly full aft.
9. Remove wood block from feed guide.
10. Remove the hydraulic line from the extend port (3). Plug the hydraulic line.
11. Apply hydraulic pressure to the retract port (feed handle reverse) and observe if hydraulic fluid comes out
of the open extend port.
12. If hydraulic fluid comes out of the extend port, the cylinder is defective.
13. If hydraulic fluid does not come out of the extend port, the cylinder is hydraulically serviceable.
CORRECTIVE ACTION - Replace defective hydraulic cylinder.

2-30
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REQUIRED MAINTENANCE

REQUIRED TASK SEQUENCE

INSPECTION OR ADJUSTMENT

Replace
Feed Guide

Remove and Install:

1. Retract Cable
2. Pull Down Cable
3. Hydraulic Cylinder
4. Drill Cradle
5. Mid-Point Centralizer
6. Front Centralizer
7. Hoses, Lines, Fittings
8. Miscellaneous Parts

1.
2.
3.
4.

Replace
Retract Cable

1. Remove Retract Cable

2. Install Retract Cable

1. Travel Adjustment

1. Remove Pull Down Cable

2. Install Pull Down Cable

1. Travel Adjustment

1.
2.
3.
4.
5.
6.

1.
2.
3.
4.

Replace
Pull Down Cable
Replace
Hydraulic Cylinder

Replace
Hose Wheel Assembly

Replace
Mid-Point Centralizer

Replace Drill

Replace Drill Cradle

Replace
Front Centralizer

Remove Hose Wheel Assy.

Remove Drill Cradle
Remove Hydraulic Cylinder
Install Hydraulic Cylinder
Install Drill Cradle
Install Hose Wheel Assy.

Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment

Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment

1. Remove Hose Wheel Assy.

2. Install Hose Wheel Assy.

1. Clearance Adjustment
2. Gib to Feed Adjustment
3. Travel Adjustment

1. Remove Centralizer
2. Install Centralizer

1.
2.
3.
4.

1. Remove Drill
2. Install Drill

1. Alignment Inspection

1.
2.
3.
4.

1.
2.
3.
4.

Remove Drill
Remove Cradle
Install Cradle
Install Drill

1. Remove Front Centralizer

2. Install Front Centralizer

Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment

Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment

1. Alignment Inspection

2-31
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Feed Assembly Adjustments

The actuating or moving components of the feed guide assembly consist of the following:

Hydraulic Cylinder

Hose Wheel Assembly

Mid-Point Centralizer Assembly

Drill Cradle

Tension of the pull-down and retract cables retain the hydraulic cylinder housing between the hose wheel and
mid-point centralizer assemblies.
These three components move along the feed guide as a single unit with the hydraulic cylinder maintaining the
hose wheel and mid-point centralizer assemblies an equal distance apart through the full length of travel.
The drill cradle is positioned by the pull-down and retract cables and move independently of the hose wheel and
mid-point centralizer assemblies.
There are four adjustment procedures contained in this section. When all adjustment procedures are required,
they should be completed in the order listed below, unless otherwise specified.

1. Feed guide clearance adjustment

2. Feed assembly alignment
3. Gib-to-feed guide clearance adjustment
4. Feed guide travel adjustment

2-32
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FEED GUIDE CLEARANCE ADJUSTMENT

1. Hose wheel and mid-point centralizer assembly adjustment.
The feed guide rail surfaces will tend to wear most in the center of the travel area. For this reason,
feed guide clearance adjustments should be made at the two full travel positions so components are
adjusted to the maximum clearance required.
This feed guide clearance adjustment establishes an initial starting point for the mid-point centralizer.
It may be changed during feed assembly alignment.
a. If adjusting the hose wheel, actuate assembly full aft.
b. If adjusting the mid-point centralizer, actuate assembly full forward.
c.

If installed, remove cap screws and washers (2) securing lower gibs (1) to base and remove lower
gibs.

d. Loosen cap screws securing upper gibs (3) to base.

e. If upper gibs are not installed, install as follows:
1. Install upper gib (3) on each side of base (5).
2. Insert one cap screw (6) down through base into each gib. The cap screws also secure scrapers
on the mid-point centralizer. Do not tighten at this time.
e. Align and center the base on the feed guide.
f.

Position each gib so that the gib wear surface mates to the top of the feed guide. Make sure that the
gib wear surface is in full contact with the feed guide.

2-33
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g. Check and obtain clearance as follows:

1. Check for 3/16 inch minimum clearance between base and top of feed guide.
2. Check clearance of both left and right feed guide rails and on the forward and aft side.
3. Make sure the clearance is equal for both the left and right sides.
4. Install shims between base (5) and upper gib (3) to obtain required clearance.
5. The same number of shims must be installed on both gibs.
This feed guide clearance adjustment establishes an initial starting point for the mid-point centralizer.
It may be changed during feed assembly alignment.
i.

(Hose Wheel Assembly Only) Remove gib cap screws (6) and apply loctite to threads. Reinstall cap
screws and tighten to 65-85 ft. lbs..

j.

If 3/16 inch minimum clearance can not be obtained with a maximum of four shims installed, replace
all gibs for affected assembly.

k.

If 3/16 inch minimum clearance can not be obtained using new gibs and with four shims installed,
complete Feed Guide Wear Inspection.

l.

(Hose Wheel Assembly Only) Install and adjust lower gibs in accordance with Gibto-Feed Guide Clearance Adjustment.

m. (Mid-point Centralizer) Complete Drill Cradle Feed Guide Clearance Adjustment.

2. Drill Cradle Feed Guide Clearance Adjustment.

This feed guide clearance adjustment establishes an initial starting point for the drill cradle assembly.
It may be changed during feed assembly alignment.
a. Actuate the feed assembly so that the cradle is half way between the hose wheel and mid-point
centralizer assemblies.
b. If installed, remove cap screws and washers (2) securing lower gibs (1) to cradle and remove lower
gibs.
c.

If the drill is not installed, remove upper gibs and install drill.

d. If upper gibs are not installed, install as follows:

1. Install two upper gibs on each side of cradle.
2. Insert one cap screw down through cradle into each gib. Do not tighten at this time.
e. Align and center the cradle on the feed guide.
f.

2-34
REV. 0

Position each gib so that the gib wear surface mates to the top of the feed guide. Make sure that the
gib wear surface is in full contact with the feed guide.

Drill Steel can break because of misalignment if

cradle is not adjusted so that it runs parallel to the
feed guide.

g. Check and obtain clearances as follows:

1. Check for 3/16 inch minimum clearance between the
cradle and the top of the feed guide.
2. Check clearance four places - left and right feed
guide rails and forward and aft side of cradle.
3. Clearances must be equal.
4. Install shims between cradle (5) and upper gib (3) to
obtain required clearance.

5. The same number of shims must be installed on all

four gibs.
MID-POINT CENTRALIZER
CLEARANCE
HOSE WHEEL
BASE CLEARANCE

DRILL CRADLE
CLEARANCE

ALL CLEARANCES
MUST BE EQUAL!

h. If 3/16 inch minimum clearance can not be obtained with a maximum of four shims installed, replace all
cradle gibs.
i.

If 3/16 inch minimum clearance can not be obtained using new gibs and with four shims installed,
complete Feed Guide Wear Inspection.

j.

Complete Feed Assembly Alignment Adjustment.

2-35
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FEED ASSEMBLY ALIGNMENT

1. Actuate assembly full aft. View the drill cradle from the front of the feed assembly. Sight-align drill
centerline to the feed guide.
2. View the hose wheel assembly and mid-point centralizer from the front of the feed assembly. Sight-align
hose wheel assembly and mid-point centralizer centerlines to the feed guide.
3. If the drill cradle, hose wheel assembly, or mid-point centralizer is not in alignment with the feed guide,
complete Feed Guide Clearance Adjustment.
4. With drill installed, actuate assembly full forward. View the drill chuck, from the front of the feed assembly,
looking through the mid-point and front centralizers.
5. Add or remove shims between the upper gibs and mid-point centralizer, as required to bring the assembly
into horizontal alignment with the front centralizer. The same number of shims must be installed on both
gibs.
6. Add or remove shims between the upper gibs and drill cradle, as required to bring the assembly into
horizontal alignment with the front centralizer. The same number of shims must be installed on all four
gibs.
7. Remove gib cap screws and apply Loctite to threads. Reinstall cap screws and tighten to 65-85 ft lb.

VIEW THRU CENTRALIZERS FOR

HORIZONTAL ALIGNMENT WITH DRILL

2-36
REV. 0

GIB TO FEED GUIDE CLEARANCE ADJUSTMENT

If feed assembly alignment adjustment is required, then complete alignment adjustment before
proceeding.
The feed guide rail surfaces will tend to wear most in the center of the travel area. For this reason,
Gib-to-Feed Guide Clearance adjustments should be made at the tightest location on feed guide.
1. Determine adjustment location on feed guide as follows:
a. Secure lower gibs (1) with cap screws and washers (2). Do not tighten at this time.
b. Actuate assembly full travel and determine tightest location between feed guide and lower gibs.
c.

Make adjustments at tightest location on feed guide.

The gib cap screw holes are elongated to allow for adjustment. The holes may require cleaning to
facilitate adjustment.

2. Remove lower gib cap screws (1) and apply Loctite to cap screw threads.
3. Secure lower gibs (1) with cap screws and washers (2). Do not tighten at this time.
4. Adjust by sliding the lower gib (1) either forward or aft to obtain 0.015 inch clearance (3) between the
lower gib wear surface and the guide rail, and snug cap screws.
5. Check that the clearance between each lower gib and the feed guide is not less than 0.015 inch. Check
both ends of each gib. Torque the cap screws to 150 20 ft lb.

CHECK CLEARANCE HERE

(TWO PLACES PER GIB)

2-37
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FEED GUIDE TRAVEL ADJUSTMENT

1. Feed Forward Travel Adjustment.
a. Loosen retract slide nuts and position slide full aft.
b. Actuate feed assembly forward. Stop forward travel when there is to 1/8 inch clearance between
parts contact of the front centralizer and mid-point centralizer assemblies. See Clearance A.
c.

Tap retract slide forward until it has compressed the retract valve plunger half way into the valve
housing. Tighten retract slide nuts.

d. Actuate feed assembly through several cycles and check the clearance (no parts contact between
centralizer assemblies). Adjust retract slide as required.
e. Remove slide nuts one at a time, applying loctite to cap screw threads. Install slide nuts and torque
to 27-37 ft. lbs.
2. Drill Cradle Travel Adjustment.
a. If both cables were removed or loosed, complete the following initial set-up adjustment:
1. Actuate assembly full aft.
2. Measure distance between hose wheel base and drill cradle.
3. Adjust cables, as required, to obtain approximately 8.5 inches between hose wheel base and drill
cradle.
4. Tighten cables to remove all slack.
b. Adjust drill cradle forward travel:
1. Actuate assembly full forward.
2. Check for inch clearance between parts contact of the drill cradle and mid-point centralizer.
See Clearance B.
3. Adjust cables per step d to obtain inch clearance in the full forward position.
c.

Adjust drill cradle aft travel in accordance with the following:

1. Actuate the assembly so that it is approximately half-way between full forward and full aft positions.
2. Install drill steel assembly with bit into feed and connect to drill.
3. Station an observer at the front end of the feed assembly. Actuate feed assembly aft.

2-38
REV. 0

4. As the assembly approaches full aft travel, make sure that the drill bit does not contact the front
centralizer assembly. Stop actuation before parts contact. See Area C.
5. Adjust cables per step d to obtain drill bit clearance in the full aft position.
6. With the assembly in the full aft position, make sure that the drill bit is not forward of the stinger. See
Area C.
7. If required, adjust cables per step d so that the drill bit is not forward of the stinger in the full aft
position.

A
B
C

d. Adjust cables in accordance with the following:

1. Adjust pull down cable (1). Always loosen or
tighten with assembly in full forward position.
2. Adjust retract cable (2). Always loosen or tighten
with assembly in full aft position.
3. To move drill cradle forward, lengthen (loosen)
retract cable and shorten (tighten) pull down cable.

4. To move drill cradle aft, shorten (tighten) retract

cable and lengthen (loosen) pull down cable.
5. Adjust Cable tension. Tighten pull down cable
until cables are tight.

2-39
REV. 0

e. After obtaining all required cable adjustments:

1. Actuate assembly through several cycles and recheck adjustments.
2. Tighten jam nuts (3) on pull down and retract cables.
3. Tighten back-up nut (4) on retract cable.

2-40
REV. 0

DRILL SERVICE

The CH38 and CH 32 Drills

Oldenburg Cannon CH-38 and CH-32 series drills are high performance, valve-less, independent
rotation, hydraulic drifters that are designed for high speed drilling in production, roof-bolting and
benching applications. The CH Series includes the following features:

No nitrogen accumulators - lifetime hydraulic accumulator

Valve-less design - piston acts as the valve for the drifter
Only one moving part in the percussion design (piston)
A guaranteed availability rebuild/exchange program

The CH Hydraulic Drifters unique pressurized air lubrication system utilizes system hydraulic fluid in a
fine mist, eliminating the need for expensive rock drill oils while improving reliability and extending
percussion group and chuck section life - while preventing any contamination from entering the drifter.
The simple CH water/air swivel system eliminates leaking water/blow tubes and maintains clean, water
free oil while providing the most efficient hole cleaning possible.
The cylinder has been designed with liners providing a lifetime cylinder design which should never need
to be replaced. The CH38 and CH32 are designed to drill at penetration rates in a range of hole sizes
between 1- and 4 inches and is capable of burn round holes up to 5 inches in diameter. It can be
successfully operated with input power levels between 50 and 75 HP.
The front-end rotation set uses a reliable external mount hydraulic motor and a Timken tapered roll
bearing set with dual lubrication feature (air mist and grease) for greatly extended life. The female
striking bar (option of male bar) is supported both on the shank and drill steel end to provide greatly
improved life and energy transfer for increased drill performance.
CH-Series Drill Dimensions and Specifications

Hole Size (inches)

Drill Steel Options
Operating Frequency
Rotation
Maximum Torque
Length, Drill Only
Weight
Hydraulic Flow & Pressure

Model 120075
Model 060150
1.5 to 3.0
1.75 to 3.5
1-1/4, 1-1/2, T38 and T45 threads
12000 bpm (200Hz)
6000 bpm (100Hz)
0-340 rpm
0-320 rpm
290 ft-lbs.
310 ft-lbs.
26 in.
32 in.
350 lbs.
400 lbs
40 - 55 GPM @ 2500-3000 psi

Model CH 32
1.125 to 2.0
1, 1-1/8, T32 and Hex
9000 bpm (150 Hz)
0-300 rpm
290 ft-lbs
24 in.
240 lbs
28-36 GPM @ 2500-3000 psi

2-41
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CH-38 Drill Dimensions and Specifications

Hammer Return #12

Lubrication Air #6

Hammer Pressure #12

Rotation Pressure
and Return #10

Hammer Drain #8
Flushing
Fluid #10

SHANK ADAPTERS
THREAD

CANNON

BOART

R32 MALE

BRUNNER & LAY

SANDVIK

P26 X 120

7803-4796-01

SECOROC

R38 MALE

3000-636

P26 X 150

7804-4796-01

404-6904

T38 MALE

3000-730

P26 X 380

7304-4796-01

435-6904

T38 FEMALE

06 030 005

T45 MALE

06 030 030

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Operating Tips
Use the following operating tips for improved operation of the Oldenburg Cannon CH-38 series drills:

Use of a clean recommended hydraulic oil.

Make sure front end lubrication is working properly (slight amount of oil and air at shank).
Regulate the amount of flushing fluid (based on type of formation drilled and size of hole).
Check the striking bar frequently for damage or wear.
Check the striking end of the piston when striking bar is changed.
Check flushing head or swivel for possible damage.
Never attempt to run a dull bit.

Drill Lubrication

3
2

1
Flat Surface

Service Every 8 Hours

1 Transmission 20 pumps daily (1 Grease Fitting)
2 Front Cap. Use Tool Shown and Rap with 3 lb hammer until tight.
Service Every 40 Hours
2 Front Cap. Use Tool Shown and Rap with 3 lb hammer until tight.
3 Mounting Bolts (not shown). Torque six bolts to 300 ft-lbs.
4 Side Rods and Nuts. Position drill on flat surface. Tighten the side rod nuts using a
cross pattern in 25 ft/lb increments to 250 ft-lbs.

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Before Performing Disassembly/Assembly

Prior to removing the drill from the machine, perform leakage and wear inspections on flushing head assembly
and flushing head bushing as follows:
Flushing Head Assembly
1. Inspect for leakage every five to ten shifts.
2. Check for air or water leakage from housing weep holes. Leakage indicates worn flushing head seals.
3. Check for leakage of flushing air around striking bar with lubricator turned off.
4. Check for free air flow through housing air passage by turning on lube air.
Flushing Head Bushing
1. Check for a maximum oversize condition of 0.045 wear. Use a caliper or feeler gauge.
2. If using feeler gauge, the striking bar must be installed. If feeler fits between striking bar and bushing
then the bushing requires replacement.

Removing the Housing

1. Remove hose fitting from housing.
2. Using removal tool and hammer, remove front cap.
3. Support the housing and remove from the drill.

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Removing the Backhead

1. Remove four side rod nuts.
2. Remove four side rods.
3. Remove backhead, leaving the cylinder on the yoke.
1

Removing the Hammer Parts (Cylinder, Liner, Distributor and Piston)

Perform disassembly of the hammer parts in a clean environment to prevent contamination of the
percussor assembly. Contamination of the percussor assembly can cause complete failure of the drill.
1. Pull the cylinder assembly straight out of the yoke.
2. Lay the assembly on its side and remove the distributor from the cylinder.
3. Remove the striking bar and using a rod, push the piston out of the cylinder liner.
4. Using a suitable press on the small end of the liner, press the cylinder liner from the cylinder assembly.
5. For Model CH38 060150, use a small diameter drift and drive the cylinder liner alignment pin into the bor
of the cylinder. Remove the pin from the cylinder bore.

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Disassembling rotation parts (Rotation Motor, Pinion Gear, Reach Gear, and Bearings)
For optimum performance, replace all wear parts of the chuck gear assembly during repair. New seals
are required for all parts during re-assembly.
1. Remove the plug that covers the reach gear shaft.
2. Screw puller rod into reach gear shaft. Remove the reach gear and rollers through chuck gear opening.
3. Remove two capscrews securing the rotation motor and pull rotation motor from pinion gear.
4. Remove shims.
5. Remove snap ring.
6. Install nut only on the puller and insert into the pinion gear.
7. Pull pinion gear straight out of the yoke.
8. Remove bearing with a suitable bearing puller.

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Removing the Front Head parts

1. Remove four capscrews retaining the cover. Pry the cover straight out of the yoke.
2. Remove the bearing races from the yoke and cover.
1

Disassembling the Chuck Gear Assembly

1. Remove snap ring.
2. Use a hydraulic press to remove chuck bushing and chuck driver from chuck gear.
1

Disassembling the Housing and Flushing Head

1. Locate the front housing on a suitable work surface or vice. Insert the ends of two L shaped hook tools
into holes in the back of the flushing head and pull it out of the front housing.
2. Remove the water seal.
1

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Cylinder and Liner Assembly

1. Install seal rings in cylinder assembly.
2. Insert the cylinder liner in the cylinder assembly and line up the key slot in the liner with the pin projecting
into the cylinder assembly bore.
3. Line up the pin by projecting a line from the center of the pin to the top of the cylinder and scribing this
point on the top of the cylinder. Mark the center of the keyway along the axis of the cylinder liner.
4. Press liner in and check keyway and pin for proper alignment. When aligned, press the remaining
distance until liner seats in the cylinder assembly.
1

Piston and Buffer Ring Assembly

1. Install piston seals in the distributor and cylinder liner. Coat piston with oil to ensure lubrication on initial
start-up.
2. Insert piston into liner bore with piston identification mark rear-ward
3. Insert distributor into liner using location pin hole for alignment. Tap distributor in with a soft hammer.
Install the spring pin in the alignment hole.

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Assembly of Rotating Parts (Pinion Gear, Bearings, Snap Ring and Motor)
1. Drive bearings onto the pinion gear. Insert pinion gear assembly in yoke.
2. Install the snap ring
3. Install the rotation motor. Torque capscrews to 40 to 45 ft. lbs..
1

Assembly of Reach Gear (Reach Gear, Shaft Bearing)

1. Grease roller.
2. Slide reach gear (through the chuck gear opening) into place.
3. Install the snap ring
4. Install the rotation motor. Torque capscrews to 40 to 45 ft. lbs..
1

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Assembly of Chuck Gear Assembly

1. Use a hydraulic press to install chuck bushing and chuck driver in chuck gear.
2. Insert snap ring.

Shimming
1. Without shims, assembly chuck cover to yoke with four capscrews. Bring capscrews up evenly while
turning the chuck driver slowly. Capscrews should be snug but not tight.
2. Using a set of feeler gauges, gauge the spacing between the chuck cover and the yoke. Record
thickness of feeler gauges.
3. Remove the chuck cover.
4. Insert proper thickness of shims.
5. Assemble chuck cover torque four capscrews and lockwashers to 40 to 50 ft. lbs.

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Assembling Cylinder and Backhead

1. Stand the fronthead on a flat surface. Install o-ring in the groove in the top surface of the fronthead.
2. Using a suitable crane and lifting eyes (screwed into the two holes in the top of the cylinder), lower the
cylinder down into full engagement with the fronthead.
3. Install the o-ring in the groove in the backhead.
4. Locate the backhead on the cylinder. Insert the four siderods down through the backhead and fronthead.
5. Install a nut on each of the siderods and torque to 5 ft. lbs. Use a crane to lower the drill to the horizontal
position.

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Tightening the Siderods

1. Make sure when tghtening the siderods, the fronthead and backhead both sit squarely on a flat surface.
2. Using a torque wrench, tighten the siderods using a cross pattern in 25 ft. lb. increments to 250 ft. lbs.

Install the Housing

1. Support the housing and install onto drill.
2. Install front cap and tighten with tool and 3 lb hammer. Rap with hammer until tight.
3. Install hose fitting onto housing.

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DUAL CALIPER BRAKE SERVICE

DUAL CALIPER BRAKE ADJUSTMENT
Refer to the following procedures and illustration to adjust the dual caliper brake.
1. Apply hydraulic pressure to the brake.
2. Remove plug (5), loosen coupling nut (27), and set running clearance between the disc and
lining surface by adjusting until a 0.020-0.030 inch thick shim just fits between the lining and the
disc surface when the opposite lining is in contact with the disc. Torque the coupling nut (27) to
100-110 ft. lbs. while holding the setscrew (6) in position.
3. Replace plug (5). Torque plug to 45-50 ft. lbs.
4. Even up running clearance 0.010-0.015 inch on each side of the disc by adjusting the carrier
retaining bolt (17). Centering the disc between the two linings is accomplished by adjusting the
carrier retaining bolt (17). Loosen the outer jam nuts (18) and place a 0.010-0.015 inch thick
shim between the lining and the disc surface. Adjust the carrier retaining bolt (17) until the
clearance between the ship is eliminated. Tighten the outer jam nuts (18) to complete the
centering operation.

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THIS PAGE INTENTIONALLY BLANK

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HYDRAULIC DRILL CONTROLS (HDC-3) SERVICE

DESCRIPTION OF THE HDC-3 SYSTEM
The brains of the hydraulic control system are the Oldenburg Group Incorporated Integrated Circuit
(I.C.) blocks. These aluminum blocks have tapped holes for cartridges which regulate the oil flow to
power the boom, hammer, feed and rotation functions. The oil is drawn from a tank by either an electric
motor for diesel engine driven reliable 3-section gear pump and directed to the hammer and rotation
blocks from where the oil flows to the hammer, rotation, feed and boom controls. If the system is a
dual-power system (capable of running from either an electric motor or a diesel engine), there is a
single section gear pump driven by each power unit. Only one power source is operated at a time and
the oil from the single section pump drives a three (3) section gear-type rotary flow divider. The three
section flow divider distributes the flow the same way as the three section gear pump in a single power
source circuit. The three section flow divider can be driven by any hydraulic source with sufficient flow
and pressure.
All cartridges (valves) in the I.C. blocks regulate pressure, direction and volume of oil flows when the
rotation, boom, hammer and feed control levers are in the neutral, forward, or reverse operation modes.
Subject cartridges are easily accessible for service, factory pre-set per manufacturer specifications and
usually dont need any adjustments. The information to regulate pressures, divert and regulate volume
of oil flows is supplied by pilot control lines, which are connected to the feed valve and send pressure
signals to the cartridges in the I.C. blocks.
Hydraulic drilling systems can work without the main pilot control line. However, it is the interaction
between the pilot lines and cartridges in the I.C. blocks that permit complete control of the hydraulic
drilling system. Key to this system are the hammer feed flow shift, rotation shift and hammer regulator
cartridges in the I.C. blocks which continuously monitor the feed pilot pressure. When the hammer and
rotation are on and the drill is fed into the rock, the cartridges sense an increase in feed pressure and
will supply more oil to the hammer in two steps. The hammer shifts from idle to collar and then to full
power. The drill will be in the high power mode when the feed lever is all the way forward and the feed
pilot pressure exceeds 800 PSI. All drill jumbos include a thermostatic valve and an oil cooler to
maintain the hydraulic oil temperature at 125F. The oil is maintained at 125 for proper operation of
the drill and long life of the hydraulic components.
The hydraulic system controls explained above usually dont need to be adjusted in the field. The only
hydraulic system controls that usually are adjusted in the field to optimize the drilling operation are the
collaring pressure, feed thrust pressure, hammer collaring power and rotation speed regulators. These
adjustments can be made by simply turning the control knobs for that function out or in. Such action
allows more or less oil to go to the feed thrust, rotation or hammer, and either increases or decreases
feed thrust, hammer collar or rotation. The described control circuit results in a drilling system with the
below outlined operation features:
-Positive one hand control for all modes of drill operation after hammer and rotation start-up.
Operating the feed and collaring control valve gives full control of collaring and drilling.

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-Automatic drill retract. At the end of its permissible travel, the drill will actuate a retract switch. The
switch will redirect the oil flow. This reverses the spool in the feed valve causing the drill to retract
automatically. Since the hammer is not drilling, more oil can be supplied to the feed retract circuit
which results in a high speed retract. The hammer and the rotation shift to the idle mode which results
in a high speed retract and reduced horsepower demand.
-Outstanding hole collaring ability because the hammer collaring impact (blow) energy and the feed
thrust for collaring are both adjustable and can be matched to the rock and the bit.
-Drill percussion is always automatically in the low power mode when the feed valve is in neutral or
when the drill is retracting. This substantially reduces energy consumption and further decreases the
already low noise levels of the CH series drills when repositioning the boom.
-Foolproof hammer protection because the drill cannot operate at full power unless the striking bar is
thrust into the striking position by feeding the bit against the rock. If there is no feed pressure, there will
not be signal to the cartridges and no command for maximum oil flow to the hammer. As a result,
damaging full power cushion shots are not possible.
-Superior anti-steel sticking drifter retract RTC (rotation torque control) device. When rotation
pressure increases above 1500 PSI as a result of a bit/steel binding condition, the drifter will
automatically retract out of the hole and re-collar the hole until the bit/steel binding condition ceases to
exist.
-Use of the same power source for operating not only the hydraulic drill, but also the hydraulic feed and
boom.
-Quick boom repositioning is possible because when the drill is idling, more oil is available for boom
movements.
-A drill control circuit that utilizes a reliable, inexpensive, fixed displacement hydraulic gear pump
operating at optimum efficiency.
-Adjustable feed thrust and rotation RPM to optimize penetration rate and accessory life.

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CONTROLS OF THE HDC-3 SYSTEM

Valves are the controls of the HDC-3 hydraulic system. They regulate the pressure, direction and
volume of oil flow in the hydraulic drilling circuit. The HDC-3 circuit uses three types of valves:

Pressure control valves

Volume control valves

Directional control valves

PRESSURE CONTROL VALVES limit or reduce system pressure or set the pressure at which oil
enters a circuit. The pressure control valves used in the HDC-3 circuit are relief valves and pressure
reducing valves.
VOLUME CONTROL VALVES regulate the volume of oil flow, usually by throttling or diverting it. The
volume control valves used in the HDC-3 circuit are flow regulators and fixed and variable orifices.
DIRECTIONAL CONTROL VALVES control the direction of oil flow within the Oldenburg Cannon
hydraulic drilling system. The directional control valves in the HDC-3 circuit are check valves, two
position 3-way directional control valves, two position 4-way directional control valves, three position 4way directional control valves, and sequence valves.
All above mentioned types of valves are part of the HDC-3 system. They are located in the hammer,
rotation and feed I.C. blocks. These components all appear on the piping diagrams which should be
used when studying how all components interface.

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When reviewing the functions of the valves shown on the attached descriptions - REMEMBER:

The HDC-3 system includes the following components: a reservoir (tank) to store the oil; a pump to
push the oil through the system; valves to control pressure, direction, and volume of oil flow; motors
and cylinders to convert the fluid movement into work.

Pressure is a result of resistance to flow.

Pressure is force for work.

All energy put into a hydraulic drilling system must come out either as work or as heat.

When oil flow is restricted, heat is created and there is a loss of potential energy (pressure) for
doing work (i.e., a hose that is too small or restricted). On the other hand, some restrictions like
orifices are purposely built into the hydraulic drilling system.

Flow through an orifice or restriction causes a pressure drop.

Flow controls speed.

Oil must be confined to create pressure for work. A tightly sealed hydraulic drilling system is a
must.

Oil takes the course of least resistance.

Oil is pushed into a pump, not drawn into it (atmospheric pressure supplies this pressure).

A pump does not create pressure; it creates flow. Pressure is caused by resistance to flow.

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HAMMER I.C. BLOCK

The hammer block is an aluminum block with several flow paths machined in its core, cartridges
(valves) screwed into it and a four-way subplate-mounted valve attached to it. These cartridges
together with the hammer directional control valve control the pressure, volume and direction of the oil
flow to the hammer (drifter). Shown below are the cartridges controlling the pressure, volume and
direction of the oil flow in the hammer control block.
Pressure Control Valves:
1A

P1 Main Relief

(P/N 50 109 001)

= relief valve

1B

P2 Main Relief

(P/N 50 109 001)

= relief valve

Volume Control Valves:

4

Collar Adjust

(P/N 50 109 009)

= flow regulator

Feed Flow Adjust

(P/N 50 109 009)

= flow regulator

10

Feed Flow Regulator

(P/N 50 109 015)

= flow regulator

Feed Retract Orifice

(P/N 06 460 028)

= flow regulator

Feed Retract Orifice

(P/N 06 460 035)

= flow regulator

12

Feed Flow Limit Orifice

(P/N 06 460 021)

= flow regulator

13

Damping Orifice

(P/N 01 460 009)

= flow regulator

Directional Control Valves:

2A

Hammer Full Power

(P/N 50 109 011)

= sequence valve

2B

Hammer Collar

(P/N 50 109 011)

= sequence valve

Hammer Check Valve

(P/N 50 109 013)

= check valve

Hammer-Feed Flow Shift Valve

(P/N 50 109 014)

= sequence valve

Hammer-Feed Flow Shift Valve

(P/N 50 109 052)

= sequence valve

Hammer Full Power Shift Adjust

(P/N 50 109 012)

= sequence valve

Hammer Valve

(P/N 50 029 020)

= directional control

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6, 15, 16

7, 12

1A

9
2B

10
8

19

18

3A

23

14

22

13

Hammer I.C. Block

50 108 009

19
17, 18
21

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20

25

Flow Control
Damping Orifice
RTC Orifice
Feed Flow Orifice
Feed Retract Orifice
Orifice
Part No. 01 460 009/01 460 010/
06 460 021/06 460 028/ 06 460 035
Description
A removable pipe plug with a drilled hole that
restricts flow.
Operation
Damping Orifice (P/N 01 460 009):
The damping orifice restricts the pilot flow in and
out of the Hammer-Feed Flow Shift cartridge,
preventing erratic operation.
RTC Orifice (P/N 01 460 010):
The RTC orifice restricts the flow of oil from the
RTC valve, 3, when the RTC Valve spring returns
the spool to the unactuated position. The size of
the orifice controls the delay time of the feed
before returning to its original direction.
Feed Flow Orifice (P/N 06 460 021):
The orifice is in series with the Feed Flow Adjust,
7, and limits the maximum amount of flow through
the Feed Flow Adjust to 3gpm. (.125 dia.)
Feed Retract Orifice (P/N 06 460 028):
The orifice controls the amount of flow (3 gpm)
that is added to the feed circuit for fast feed. (.156
dia.)
Feed Retract Orifice (P/N 06 460 035):
The orifice controls the amount of flow (4 gpm)
that is added to the feed circuit for fast feed. (.188
dia.)

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Directional Valve
Hammer Valve

Three position, Four-way valve

Part No. 50 029 020
Description
A subplate mounted, spring centered, three
position, four-way valve with an integral mounted
pilot stage that is controlled by 24 VDC wet
armature solenoids. The pilot stage is externally
piloted and internally drained.
Operation
The 50 029 020 valve allows the oil to flow from P
to A, B and T in the unactivated (center, Hammer
OFF) position. Actuating the Hammer switch to
the ON position applies power to the A solenoid
of the pilot stage, shifting the pilot stage
connecting P to A and B to T. This connects the
oil supply for the hammer to the pressure port of
the hammer (percussor).
Moving the Hammer switch to OFF deactivates
the A solenoid which allows the springs in the
pilot stage to center the spool. When the pilot
stage spool is centered, both ends of the main
spool are connected to the tank and the springs
then center the main spool.
Moving the switch to the Rev position actuates
the B solenoid of the pilot stage and results in
the main stage being shifted, connecting P to B.

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PRESSURE CONTROL
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001

Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.

Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.

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Flow Controls
Feed Flow Adjust
Hammer Collar Adjust
Rotation Speed Adjust
Needle Valve
Cart. Part No. 50 109 009

Description
A

screw-in,

cartridge-style,

variable

orifice,

hydraulic flow restrictor valve.

Operation
The 50 109 009 increases its orifice value from fully
closed

to

fully

open

with

counter-clockwise

adjustment rotation. Flow is from 0-11 gpm.

Feed Flow Adjust:

Adjusts the feed flow from 0-3 gpm. Turning out
(CCW) increases the flow.

Hammer Collar Adjust:

Adjusts the hammer power (force of blow) when
collaring.

Turning in (CW) decreases the flow

which increases the hammer power.

Rotation Speed Adjust:

Adjusts the amount of oil that is diverted from the
rotation circuit. Turning out (CCW) increases the
flow which decreases the rotation speed.

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Directional Valve
Hammer Shift Full Power
Hammer Shift Collar
Sequence Valve
Cart. Part No. 50 109 011
Description
A screw-in, cartridge-style sequence valve that allows flow
through until sufficient pilot pressure is supplied to shift it.
Operation
The 50 109 011 allows flow to pass from 2 to 3 until a pilot
pressure (PH) of 80 psi or more is applies to port 1. The
pilot pressure shifts the valve and blocks flow.
Hammer Shift, Collar 2B:
This cartridge shifts and blocks flow as soon as the feed
valve is moved to the forward position. All flow from the P1
pump now goes either to the hammer or to tank through
cartridges 4 and 2A.
Hammer Shift, Full Power 2A:
This cartridge shifts to the closed position and blocks flow
when the PH pilot pressure reaches the setting of valve 3.
This forces all the flow from P1 to go to the hammer.

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Directional Control
Hammer Power Shift Adjust
RTC Sequence Valve
Sequence, Internal Pilot & Drain
Cart. Part No. 50 109 012

Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic sequence valve with internal pilot
and spring chamber drain, designed to direct oil to
a secondary circuit once a pre-determined pressure
level is attained in the primary circuit.
Operation
In its steady state, the 50 109 012 blocks flow at 1,
while allowing flow to pass from 2 to 3.

Hammer Power Shift Adjust:

On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
800-1000 psi. When the PH pilot pressure reaches
the pressure setting, the cartridge shifts and allows
the PH pilot pressure to pass to the Hammer Shift
Full Power (2A) cartridge.

RTC Sequence Valve:

On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
1500 psi.

When the RP pilot pressure from the

rotation circuit reaches the pressure setting, the

cartridge shifts and allows the RP pilot pressure to
pass through and shift the RTC valve.

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Directional Valves
Hammer Check Valve
Check Valve
Cart. Part No. 50 109 013

Description
A screw-in, cartridge-style, hydraulic check valve
for use as a blocking or load-holding device.

Operation
The 50 109 013 allows flow from 1, the P1 side of
the Hammer Circuit, to 2, the P2 side of the
hammer circuit, while blocking oil flow in the
opposite direction,.

The cartridge has a fully

guided poppet which is spring-biased closed until 5

psi pressure is applied at 1 to open to 2.

This

check prevents oil flow from P2, that is directed to

the hammer, from returning to the tank through the
P1 circuit when the hammer is in the idle mode.

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Directional Control
Hammer-Feed Flow Shift Valve
Sequence, Normally Open,
External Pilot and Drain
Cart. Part No. 50 109 014
Cart. Part No. 50 109 052

Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic sequence valve with external pilot
and spring chamber drain.

It is designed to

function as a pressure-signaled, remote, pilotoperated, two-way, normally open valve.

separate spring chamber drain galley allows port 3

or 2 to be fully pressurized.

Operation
In neutral (unpiloted), the cartridge allows flow
between 3 and 2 bidirectionally.

The spring chamber is constantly vented at 4.

On attainment of 50 psi Forward Feed Pressure

(PF) at 1, the cartridge shifts to close flow from 2 to
3. This reduces flow to the feed by 3 gpm for 50
109 014, 4-5 gpm for 50 109 052, and results in a
2-speed feed.

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Flow Controls
Feed Flow Regulator
Pressure Compensator
Cart. Part No. 50 109 015

Description
A screw-in, cartridge-style pressure-compensating
element, intended for use with a remote fixed or
variable orifice to yield a three-port (bypass type),
pressure-compensated, flow regulating hydraulic
valve.

Operation
The 50 109 015 maintains a constant flow rate to 3,
the feed circuit, regardless of load pressure
changes in the feed circuit downstream of 3.

The cartridge maintains a constant differential

pressure from circuit point P to port 4, thereby
regulating the hydraulic flow rate between the two
points in the circuit. The 50 109 015 is a prioritytype regulator, delivering pump flow first to 3, the
feed, then bypassing excess to 2, the hammer.
The flow to the feed circuit would be either from the
Feed Flow Adjust or the combined flow of the feed
flow adjust and the Retract Feed Orifice. All ports
may be fully pressurized.

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FEED I.C. BLOCK

The feed block is an aluminum block with flow paths machined in its core, cartridge valves screwed into
it and two subplate-mounted four-way valves attached to it. These cartridges, together with the RTC
valve and the Feed valve, control the pressure and the direction of oil flow to the feed circuit.
Pressure Control Valves:
1

Feed Relief

P/N 50 109 001

Relief valve

Feed Thrust Regulator

P/N 50 109 004

Pressure reducer

10

Collar Adjust

P/N 50 109 006

Relief valve

12

Retract Pressure Regulator

P/N 50 109 008

Pressure reducer

Directional Control Valves:

2

Feed Valve, manual op.

P/N 50 029 011

4-way, 3 position

Feed Valve, solenoid op.

P/N 50 029 021

4-way, 3 position

RTC Valve

P/N 501029-155

4-way, 2 position

4A

Fast Forward, manual op.

P/N 50 109 002

3-way, 2 position

4A

Fast Forward, solenoid op.

P/N 50 109 016

3-way, 2 position

4B

Collaring, manual op.

P/N 50 109 002

3-way, 2 position

4B

Collaring, solenoid op.

P/N 50 109 016

3-way, 2 position

4C

RTC On-Off, manual op.

P/N 50 109 002

3-way, 2 position

4C

RTC On-Off, solenoid op.

P/N 50 109 016

3-way, 2 position

Feed Check

P/N 50 109 003

Check valve

RTC Sequence

P/N 50 109 012

Sequence valve

11

Feed Enable

P/N 50 109 007

2-way solenoid valve

P/N 01 460 010

Flow-regulator

Volume Control Valves:

7

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RTC Orifice

Feed I.C. Block

Manual Valves
50 108 002

12

13, 16

14, 15

11

10

17

7
1

40
5

4B
4A

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2-72
REV. 0

Feed I.C. Block

Solenoid Valves 50 108 006
Flow Control
Damping Orifice
RTC Orifice
Feed Flow Orifice
Feed Retract Orifice
Orifice
Part No. 01 460 009/01 460 010/
06 460 021/06 460 028/06 460 035
Description
A removable pipe plug with a drilled hole that
restricts flow.
Operation
Damping Orifice (P/N 01 460 009):
The damping orifice restricts the pilot flow in and
out of the Hammer-Feed Flow Shift cartridge,
preventing erratic operation.
RTC Orifice (P/N 01 460 010):
The RTC orifice restricts the flow of oil from the
RTC valve, 3, when the RTC valve spring returns
the spool to the unactuated position. The size of
the orifice controls the delay time of the feed before
returning to its original direction.
Feed Flow Orifice (P/N 06 460 021):
The orifice is in series with the Feed Flow Adjust, 7,
and limits the maximum amount of flow through the
Feed Flow Adjust to 3 gpm. (.125 dia.)
Feed Retract Orifice (P/N 06 460 028):
The orifice controls the amount of flow (3 gpm) that
is added to the feed circuit for fast feed. (.156 dia.)
Feed Retract Orifice (P/N 06 460 035):
The orifice controls the amount of flow (4gpm) that
is added to the feed circuit for fast feed. (.188 dia.)

2-73
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Directional Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 011

Description
A subplate mounted, lever operated with pilot
operator, three position, detented four-way valve.

Operation
The 50 029 011 valve allows the oil to flow from P
to A,B, and T when in neutral, resulting in no feed
movement.

Moving the lever to the forward

position connects P to A and T to B, causing the

drill to feed forward. Moving the lever to reverse
connects P to B and A to T, causing the drill to feed
in reverse. The valve can also be actuated to the
reverse position with pilot pressure from the retract
valve. Pilot pressure is applied to the x port which
is ported internally to the spool end opposite the
handle. An orifice (P/N 1139417-242) is located in
the block on the valve top, making a hydraulic
connection between the spool ends. This allows
the operator to shift the spool without a hydraulic
lock-up.

There is also an orifice in the side of the valve to

reduce the effects of any pressure spikes in the
return line.

2-74
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Directional Valve
Rotation Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 021
Description
A

subplate

mounted,

spring

centered,

three

position, four-way valve with an integrated mounted

pilot stage that is controlled by 24 VDC wet
armature solenoids. The pilot stage is externally
piloted and internally drained.
Operation
The 50 029 021 valve allows the oil to flow from P
to A, B and T in the unactuated (center) Function
OFF position. Actuating the control switch to the
ON position applies power to the A solenoid of
the pilot stage, shifting the pilot stage connecting P
to A and B to T of the pilot stage. Oil pressure is
directed from the A port of the pilot stage to the
main spool, shifting the main spool connecting P to
A and B to T. This connects the oil supply for the
function to the pressure port of that function.
Moving the switch to OFF deactivates the A
solenoid which allows the springs in the pilot stage
to center the spool. When the pilot stage spool is
centered, both ends of the main spool are
connected to tanks and the springs then center the
main spool.
Moving the control switch to the REV position
actuates the B solenoid of the pilot stage and
results in the main stage being shifted, connecting
P to B.

2-75
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Directional Valve
RTC Valve
Two position, Four-way valve
Part No. 501029-155

Description
A subplate mounted, pilot operated, spring offset,
two position four-way valve.

Operation
The 501029-155 valve allows the oil to flow from P
to A and B to T when deactuated for normal feed
operation. When the rotation pressure exceeds the
pressure setting of the RTC sequence valve (#8),
pilot pressure is applied to the RTC valve.

The

RTC valve shifts, connecting P to B and A to T,

which causes the feed to reverse direction. The
RTC valve will stay actuated until the rotation
pressure drops below the setting of the RTC
sequence vlave. The spring at the end of the spool
shifts the spool to the original position, connecting
P to A and B to T. The time to return the spool is
controlled by the rate that the spring can push the
oil from the end of the spool through orifice #7.

2-76
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Pressure Control
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001

Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.

Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.

2-77
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Directional Valves
Fast-Forward Valve
Collaring Valve
RTC On-Off Valve
Manual, 2 Position, 3-Way
Cart. Part No. 50 109 002
Description
A lever-operated, 3 way, direct-acting, spool-type,
screw-in hydraulic cartridge valve.
Operation
When un-actuated, the 50 109 002 allows flow from
2 to 1, while blocking flow at 3. When actuated, the
cartridges spool shifts to open from 1 to 3, while
blocking at 2.
Fast Forward:

When off (CW) the feed A

(Forward) pressure is allowed to pass from 2 to 1

to the PF port and the feed has the normal 2speed operation. When on (CCW), the Feed A
pressure is blocked at 2 and the PF pressure is
vented to tank from 1 to 3 causing the feed to
operate at the fast feed flow.
Collaring: When off (CW), the flow from feed A to
the collaring relief is blocked, preventing flow.
When on (CCW), flow passes from Feed A to the
collaring relief, 3 to 1, thus limiting the feed circuit
to the pressure that the Collaring Relief is set at.
RTC On-Off: When ON (CW) the pilot pressure
from RP ( the rotation pressure) is allowed to pass
from 2 to 1 to the RTC sequence valve, allowing
the RTC to function. When OFF (CCW), the path
from 2 to 1 is blocked, preventing the RP
pressure from passing to the RTC sequence valve
which prevents the RTC from functioning.

2-78
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Directional Valves
Feed Check
Check Valve
Cart. Part No. 50 109 003

Description
A screw-in, cartridge style, hydraulic check valve
for use as a blocking or load-holding device.

Operation
The 50 109 003 allows flow passage from 1 to 2,
while normally blocking oil flow in the opposite
direction.
The cartridge has a fully guided check which is
spring-biased closed until 5 psi of pressure is
applied at 1 to open 2. This allows flow to pass
around the feed thrust regulator when the feed is in
reverse.

2-79
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Pressure Controls
Feed Thrust Regulator
Pressure Reducing/Relieving,
Pilot-Operated
Cart. Part No. 50 109 004

Description
A screw-in, cartridge-style, pilot operated, spooltype, hydraulic pressure reducing/relieving valve
with internal pilot and internal spring chamber
drain, designed to act as a pressure-regulating
device for secondary circuits.

Operation
In its steady state, the 50 109 004 allows flow to
pass bidirectionally from 2 to 1, with the spring
chamber constantly drained at 3.

On attainment of a pre-determined pressure at 1,

the cartridge shifts to restrict input flow at 2, therby
regulating pressure at 1. In this mode, the valve
will also relieve 1 to 3.

The pressure can be

adjusted between 200-3000 psi and is normally set

between 1000-1500 psi. This cartridge maintains
the feed thrust pressure for drilling.

2-80
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Pressure Controls
Feed Collar Adjust
Relief, Differential Area Poppet
Cart. Part No. 50 109 006

Description
A screw-in, cartridge-style, direct-acting differential
area poppet-type hydraulic relief valve for use as a
pressure limiting device in more demanding
hydraulic circuits, requiring low hysteresis and low
internal leakage.

Operation
The 50 109 006 blocks flow from 2 to 1 until
sufficient pressure is present at 2 to force the
poppet from its seat.

The cartridge offers smooth transition in response

to load changes in the feed circuit.

The pressure range is from 150-1300 psi.

The

cartridge is normally adjusted to 400-700 psi and

maintains the proper feed pressure for collaring
the hole.

2-81
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Directional Valves
Feed Enable
2 Position, 2-Way, Normally
Closed Solenoid Valve
Cart. Part No. 50 109 007

Description
A solenoid-operated, 2-way, normally closed,
direct-acting,
cartridge

spool-type,

valve,

designed

screw-in
to

hydraulic

operate

as

bidirectional blocking valve.

Operation
When de-energized, the 50 109 007 block flow in
both directions.

When energized with 24VDC, the cartridges spool

shifts to open the bidirectional flow path, allowing
oil to pass to the x port of the feed valve. The
feed valve shifts from forward to reverse. This
valve is energized by one or more of the safety
circuits such as low flushing pressure.

2-82
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Pressure Controls
Retract Pressure Regulator
Pressure Reducing/Relieving
Cart. Part No. 50 109 008

Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic pressure reducing/relieving valve
with internal pilot and internal spring chamber
drain, designed to act as a pressure-regulating
device for secondary circuits. It is intended for use
in stable input flow circuits.

Operation
In its steady state, the 50 109 008 allows flow to
pass bidirectionally from 2 to 1, with the spring
chamber constantly drained at 3.

On attainment of a pre-determined pressure at 1,

the cartridge shifts to restrict input flow at 2,
thereby regulating pressure at 1. In this mode, the
valve will also relieve 1 to 3 at approximately 10 bar
(150 psi) over the reducing setting. The adjustment
range is from 300-1500 psi.

The cartridge is

normally set at 500 psi. This pressure is usually

sufficient to shift the feed valve from Forward to
Reverse.

2-83
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Directional Control
Hammer Power Shift Adjust
RTC Sequence Valve
Sequence, Internal Pilot & Drain
Cart. Part No. 50 109 012

Description
A screw-in, cartridge-style, direct acting, spooltype, hydraulic sequence valve with internal pilot
and spring chamber drain, designed to direct oil to
a secondary circuit once a pre-determined pressure
level is attained in the primary circuit.

Operation
In its steady state, the 50 109 012 blocks flow at 1,
while allowing flow to pass from 2 to 3.
Hammer Power Shift Adjust:
On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
800-1000 psi. When the PH pilot pressure reaches
the pressure setting, the cartridge shifts and allows
the PH pilot pressure to pass to the Hammer Shift
Full Power (2A) cartridge.
RTC Sequence Valve:
On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
1500 psi.

When the RP pilot pressure from the

rotation circuit reaches the pressure setting, the

cartridge shifts and allows the RP pilot pressure to
pass through and shift the RTC valve.

2-84
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Directional Valves
Fast Forward Valve/Collaring Valve
RTC On-Off Valve
Two position, 3-way
Cart. Part No. 50 109 016
Description
A 24-VDC solenoid-operated, 2-way, direct-acting
spool-type, screw-in hydraulic cartridge valve.
Operation
When de-energized, the 50 109 016 allows flow from
2 to 1, while blocking flow at 3. When energized, the
cartridges spool shifts to open from 1 to 3, while
blocking at 2.
Fast Forward: When OFF (de-energized), the feed
A (Forward) pressure is allowed to pass from 2 to 1
to the PF port and the feed has the normal 2-speed
operation.

When ON (energized), the Feed A

pressure is blocked at 2 and the PF pressure is

vented to the tank from 1 to 3, causing the feed to
operate at the fast feed flow.
Collaring: When OFF (de-energized), the flow from
feed A to the collaring relief is blocked, preventing
flow. When ON (energized), flow passes from Feed
A to the collaring relief, then from port 3 to port 1
and back to tank, thus limiting the feed circuit to the
pressure that the collaring relief is set at.
RTC On-Off:

When ON (de-energized) the pilot

pressure from RP (the rotation pressure) is allowed to

pass from 2 to 1 to the RTC sequence valve, allowing
the RTC to function.

When OFF (energized), the

path from 2 to 1 is blocked, preventing the RP

pressure from passing to the RTC sequence valve
which prevents the RTC from functioning.

2-85
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ROTATION I.C. BLOCK

The rotation block is an aluminum block with flow paths machined in its core, cartridge valves screwed
into it and a subplate-mounted four-way valve attached to it. These cartridges, along with the rotation
valve, control the pressure, volume and the direction of the flow in the rotation circuit.
Pressure Control Valves:
1

Rotation Relief

P/N 50 109 001

Relief valve

Volume Control Valves:

2

Rotation Flow Adjust

P/N 50 109 009

Flow regulator

3A

Rotation Flow Regulator

P/N 50 109 010

Pressure compensator

Directional Control Valves:

3B

Rotation Shift

P/N 50 109 010

Sequence valve

Rotation Valve, solenoid op.

P/N 50 029 021

3-position, 4 way

Rotation Valve, pilot op.

P/N 50 029 029

3-position, 4 way

2-86
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Rotation I.C. Block

Solenoid Valve
50 108 010

2-87
REV. 0

Rotation I.C. Block

Pilot Operated
50 108 012

2-88
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Directional Valve
Rotation Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 021
Description
A

subplate

mounted,

spring

centered,

three

position, four-way valve with an integrated mounted

pilot stage that is controlled by 24 VDC wet
armature solenoids. The pilot stage is externally
piloted and internally drained.
Operation
The 50 029 021 valve allows the oil to flow from P
to A, B and T in the unactuated (center) Function
OFF position. Actuating the control switch to the
ON position applies power to the A solenoid of
the pilot stage, shifting the pilot stage connecting P
to A and B to T of the pilot stage. Oil pressure is
directed from the A port of the pilot stage to the
main spool, shifting the main spool connecting P to
A and B to T. This connects the oil supply for the
function to the pressure port of that function.
Moving the switch to OFF deactivates the A
solenoid which allows the springs in the pilot stage
to center the spool.

When the pilot stage spool is

centered, both ends of the main spool are

connected to tanks and the springs then center the
main spool.
Moving the control switch to the REV position
actuates the B solenoid of the pilot stage and
results in the main stage being shifted, connecting
P to B.

2-89
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Directional Valve
Rotation Valve
Three position, Four-way valve
Part No. 50 029 029

Description
A

subplate

mounted,

spring

centered,

three

position, four-way pilot operated valve.

Operation
The valve allows oil to flow from P to T with the A
and B ports blocked in the center position.
Applying pilot pressure to x shifts the valve spool,
connecting P to A and B to T. Removal of the pilot
pressure allows the springs to center the spool.
The pilot range is from 50 to 105 psi.

2-90
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Pressure Control
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001

Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.

Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.

2-91
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Flow Controls
Feed Flow Adjust
Hammer Collar Adjust
Rotation Speed Adjust
Needle Valve
Cart. Part No. 50 109 009

Description
A

screw-in,

cartridge-style,

variable

orifice,

hydraulic flow restrictor valve.

Operation
The 50 109 009 increases its orifice value from fully
closed

to

fully

open

with

counter-clockwise

adjustment rotation. Flow is from 0-11 gpm.

Feed Flow Adjust:

Adjusts the feed flow from 0-3 gpm. Turning out
(CCW) increases the flow.

Hammer Collar Adjust:

Adjusts the hammer power (force of blow) when
collaring.

Turning in (CW) decreases the flow

which increases the hammer power.

Rotation Speed Adjust:

Adjusts the amount of oil that is diverted from the
rotation circuit. Turning out (CCW) increases the
flow which decreases the rotation speed.

2-92
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Flow Controls
Rotation Flow Regulator
Pressure Compensator
Cart. Part No. 50 109 010

Description
A screw-in, cartridge-style pressure-compensating
element, intended for use with a remote fixed or
variable orifice to yield a two-port-type, pressurecompensated, flow-regulating hydraulic valve.

Operation
The 50 109 010 maintains a constant flow rate from
3 to 2 regardless of load pressure changes in the
circuit.

The cartridge maintains a constant differential

pressure from circuit point P to port 3, thereby
regulating the hydraulic flow rate between the two
points in the circuit. This results in a constant flow
being diverted from the rotation circuit which results
in a constant rotation speed, regardless of the
loads encountered.

2-93
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Directional Valve
Rotation Shift
Sequence Valve
Cart. Part No. 50 109 010

Description
A screw-in, cartridge-style sequence valve that
allows flow through until sufficient pilot pressure is
supplied to shift it.

Operation
The 50 109 010 allows flow to pass from 2 to 3 until
a pilot pressure (FP) of 100 psi or more from the
feed circuit is applied to port 1. The pilot pressure
shifts the valve and blocks flow, thus shifting the
rotation from low speed to high.

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Typical Drill Circuit

PD-20056

2-95
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COMPONENT LIST

2-96
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ITEM NO.

PART NUMBER

DESCRIPTION

50 104 005

HYDRAULIC RESERVOIR

50 104 006

SURGE TANK

90 426 014

PUMP ASSEMBLY 3-SECTION

90 426 016

PUMP

50 126 015

ROTATION I.C. BLOCK

50 126 016

HAMMER I.C. BLOCK

50 126 014

FEED I.C. BLOCK

50 029 023

VALVE, 7-SECTION

50 029 022

VALVE, 8-SECTION

10

50 126 017

MANIFOLD

11

501016-221

THERMAL VALVE

12

50 089 001

COOLER AIR TO OIL

13

50 041 003

RELIEF VALVE

14

90 426 007

MOTOR, GEAR

15

503043-15

CHECK VALVE

16

50 076 004

MOTOR, AIR END

17

501016-118

BALL VALVE

18

50 072 009

FILTER ASSEMBLY

19

50 088 004

RELIEF VALVE, SOL. VENTED

20

50 046 005

REGULATOR, PRESSURE

Directional Valve
Retract Valve
Two-position, two-way valve
Part No. 06 840 013

Description
A hydraulic offset, stern operated, two position,
two-way valve.

Operation
The regulated retract pressure (500 psi) is applied
to the end of the spool (in). The pressure holds the
spool out blocking the flow from in to out. The
slide attached to the feed hose wheel support
pushes the spool in and allows oil to pass from in
to out. When the drill reverses, the slide moved
away from the spool and the hydraulic pressure
pushes the spool back to the un-activated position.

2-97
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Directional Valve
Thermal Valve
Two position, three-way valve
Part No. 501016-221

Description
A temperature controlled spring offset, two position,
three-way valve.

Operation
When the oil is cold (below 115F) the valve is unactuated connection B to A.

At 115F the bi-

metallic spring starts shifting the valve spool. This

allows some flow from C to A and starts to reduce
the flow from B to A. At 130F, the spool is full
shifted, blocking flow from B to A and causes all
flow to go through the cooler and then C to A. The
spool will modulate in an intermediate position
mixing the oil to maintain approximately 125F.

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Schematic for Feed I.C. Block

2-99
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Schematic for Rotation I.C. Block

2-100
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Schematic for Hammer I.C. Block

2-101
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COMPONENT ADJUSTMENT FLOW TEST PROCEDURES

INTRODUCTION
To give the operator the required control over a hydraulic drilling system, many different types of
volume, pressure and directional control valves have become part of the HDC-3 system. Some of
these control valves are adjustable while some other valves are non-adjustable, but could possibly
malfunction as a result of contaminants in the hydraulic fluid or other causes. Therefore, it is important
that all troubleshooters of Oldenburg Cannon hydraulic drilling systems are thoroughly familiar with not
only how the HDC-3 system works, but also with component adjustments and flow test procedures.
When taking hydraulic drill control system flow tests and making component adjustments, it is pertinent
to conduct these tests and adjustments under normal operating conditions. Following the below listed
pre-test requirements will insure that the test readings were made under the proper conditions and
usable for air comparison with the desired system flows and pressure settings published in this booklet.

PRE-TEST REQUIREMENTS
1. Oil temperatures should be 125F +/- 10.
2. Filters should be clean.
3. Pumps, if diesel powered, should be operating at the normal rated RPM for the machine when
under load. All electric motors should be operating at rated voltage and frequency when under
load.
4. Oil level should be between minimum and maximum limits.
5. Specified oil per Oldenburg Cannon specifications.
6. All hoses and components connected per the applicable hydraulic schematic.

NOTE: Pressure gauges have a limited life and will eventually exceed the original +/- 2% of full scale
accuracy allowance. Gauges of known accuracy should be used when making any critical pressure
checks or adjustments (such as the main reliefs).

CAUTION: the hydraulic system must always be shut down before removing any valves, hoses or
other hydraulic components.

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SET-UP PROCEDURES FOR ADJUSTMENT OF HDC-3 SYSTEM COMPONENTS

All newly delivered hydraulic drilling system components are adjusted by Oldenburg Group
Incorporated according to the below listed procedures:

PRE-ADJUSTMENT SETTINGS
The following settings are initial settings only and should in no case be used as the final setting. Doing
so may cause component failure, particularly if the main reliefs are not set accurately.
Hammer Block:
Feed Flow Adjust -3/8 turn out from full in.
Hammer Shift Adjust -2 turns in from full out. . . . . . . . . . . . . . . . . . . . 300 psi/turn
Hammer Feed Flow Shift Full out (CCW)
P1 & P2 Main Reliefs 4 1/8 turns in from full out . . . . . . . . . . . . . . . 850 psi/turn
Hammer Collar Adjust Full out (CCW)
Feed Block:
RTC Sequence 4 turns in from full out . . . . . . . . . . . . . . . . . . . . .300 psi/turn
Retract Pressure Regulator 1 turn in from full out. . . . . . . . . . . . . . .150 psi/turn
Feed Relief 3 turns in from full out. . . . . . . . . . . . . . . . . . . . . . . . .850 psi/turn
Feed Thrust Regulator 4 turns in from full out . . . . . . . . . . . . . . . 300 psi/turn
Collar Adjust 3 turns in from full out . . . . . . . . . . . . . . . . . . . . . . . . . 125 psi/turn
Rotation Block
Speed Adjust Full out
P3 Main Relief 2 turns in from full out . . . . . . . . . . . . . . . . . . . . . .850 psi/turn

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HDC-3 CIRCUIT ADJUSTMENTS

All newly delivered hydraulic drilling system components are adjusted according to the below listed
procedures:

HAMMER I.C. BLOCK

MAIN RELIEF (P1 & P2, 1A, 1B)
1. Turn main relief out (CCW) 3 to 4 turns from the initial setting.
2. Install gauges on the P1G and the P2G test ports.
3. Hammer control in the REV position.
4. Feed control in the forward position with the drill fed against the face or some other object in order to stop
forward drill movement on feed. Collaring must be off.
5. Adjust both relief valves to read 3200 PSI on their respective gauges.
6. Return Feed and Hammer control to the OFF position.
ALTERNATE MAIN RELIEF METHOD
1. Retract rear jack
2. Set P2.
3. Exchange P2 relief cartridge with P1 relief cartridge
4. Follow same process as above.
FEED SPEED
1. Start hammer and let idle.
2. Fast forward valve in OFF position.
3. Time drill from rear stop to front stop. Time of travel should be approximately 10 to 20 seconds less than
the actual drilling time. The feed flow adjust cartridge regulates the feed speed. Turn counter-clockwise
(out) to decrease time; clockwise (in) to increase time.
HAMMER COLLAR ADJUST
The Hammer Collar Adjust is adjusted to achieve the desired impact power level for collaring the hole.
1. Set-up for a new hole.
2. Hammer and Rotation on (FWD).
3. Collaring valve ON.
4. Feed valve on FWD.
5. Collaring feed pressure adjusted to desired setting. This pressure is normally 400-600 PSI.
6. Adjust the Hammer Collar Adjust to achieve the desired impact power level. Turning clockwise (CW)
increases the impact power.

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HAMMER SHIFT ADJUST

This adjustment is easiest to do while drilling.
1. Set up machine for a hole.
2. Turn the Feed Thrust Regulator full out (CCW).
3. Start the rotation and hammer, with collaring off move the feed to the FWD position.
4. Slowly turn the Feed Thrust Regulator in (CW) while observing the feed pressure gauge. The feed
pressure at which the hammer goes to full power is the setting of the Hammer Shift Adjust.
5. Adjust the Hammer Shift Adjust to shift at 800 PSI. Turn in (CW) to increase the shift pressure.
6. Turn the Hammer and Rotation off.
7. Adjust the Feed Thrust to the pressure required for drilling.

FEED I.C. BLOCK

FEED RELIEF PRESSURE
1. Feed valve in full forward position (rotation and hammer off) with drill feed against the face or some other
object in order to stop drill movement.
2. Turn the feed thrust regulator full in (clockwise).
3. Adjust the feed relief to 2500 PSI.
4. Adjust the feed thrust regulator to the feed pressure for drilling.
The feed pressure should not fluctuate more than +/- 100 PSI when drilling. If this pressure fluctuation is
exceeded, first set the feed speed as in the Feed Speed section. Then if still necessary, turn the feed
flow adjust counter-clockwise (out) up to turn until fluctuation stops. If fluctuation continues, proceed
to the troubleshooting section for corrective action.
FEED THRUST
1. Feed valve in the full forward position with the drill feed against the face or some other object in order to
stop forward drill movement on the feed.
2. Adjust the feed thrust regulator to read 1100-1500 PSI on the feed thrust gauge for the CH38, 700-1100
for the CH32. More pressure will be necessary if drilling up holes.
RTC SEQUENCE
1. Remove the hydraulic lines from the drill rotation and connect to a flow meter.
2. Turn in (CW) the RTC Sequence adjust 2-3 turns from the initial setting.
3. RTC On-OFF in ON position.
4. Start the hydraulic system.
5. Actuate the rotation to FWD.
6. Actuate the Feed to FWD and feed the drill bit against the rock or some other object to prevent the
automatic retract from being actuated.
7. Adjust the flow meter needle valve to 1500 PSI.
8. Turn out (CCW) the RTC Sequence adjust until the feed reverses direction.
9. Actuate the feed and rotation to OFF position.
10. Disconnect the flow meter and reconnect the drill rotation

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COLLAR AJDUST, FEED

1. Set-up for a new hole.
2. Hammer and Rotation on (FWD).
3. Collaring valve ON.
4. Feed valve on FWD.
5. Collaring Adjust adjusted to achieve the desired collaring for the rock and bit conditions. The pressure is
normally 400-600 PSI.
RETRACT PRESSURE REGULATOR
1. Rotation and Hammer controls OFF
2. Collaring valve OFF
3. Tee a pressure gauge into the hydraulic line at the R port of the Feed block or testport.
4. Feed control in FWD position.
5. Adjust the Retract pressure regulator to read 500 PSI on the gauge or higher if needed.
6. Feed control to OFF.
7. Feed control to FWD.
8. The drill should actuate the retract valve and cause the feed valve to shift from the FWD position to the
REV position.

ROTATION I.C. BLOCK

MAIN RELIEF (P3 ROTATION)
1. Turn counter-clockwise (out) 3 to 4 turns from the initial setting.
2. Install a gauge on the P3G test port.
3. Remove both of the hoses from the drill rotation and plug the lines. A flow meter can be used by
installing in the rotation line and using the flow meter needle valve to block the flow.
4. Start the hydraulic system and actuate the rotation control to the FWD position.
5. Adjust the relief pressure to 2000 PSI.
6. Move the rotation control to the OFF position and shut down the hydraulic system.
7. Connect the hydraulic hoses for normal operation.
ROTATION SPEED (Single Speed System)
1. Turn rotation speed regulator adjust knob all the way in for maximum RPM.
2. Adjust regulator as required to optimize penetration rate and accessory life.
A larger displacement motor should be used if the drill steel is reduced to 200 RPM or lower.

ROTATION SPEED (Two Speed System)

The speed adjustment affects the idle speed only. High speed (drill steel RPM) will receive the full pump flow.
1. Start hydraulic system.
2. Hammer and feed controls in OFF position, rotation in the FWD position.
3. Adjust the rotation speed adjust the desired RPM. Counterclockwise (out) decreases the RPM.

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FLOWMETERS AND FLOW TEST REQUIREMENTS FOR THE HDC-3 SYSTEM

Hydraulic drilling systems depend on proper flow from the pump to provide the fluid power to a
hydraulic drill, feed, boom, or chassis. Therefore, flow and pressure measurements are important ways
to troubleshoot faulty operating hydraulic systems. Temperature is another measurement necessary to
be taken when troubleshooting hydraulic drilling systems because temperature affects leakage,
pressure drops, and lubrication. Note for example the operating hammer pressure of a drifter started
up at 80F oil pressure vs. the operating hammer pressure of a drifter operating at a temperature of
120F; a drifter operating on a cold oil has a hammer pressure of at least 200 PSI higher than a drifter
working at operating temperature.
Using flow meters, the operator can tell whether or not the pump is producing proper oil flow. Flow
meters also indicate whether or not a particular cylinder or motor is receiving the proper flow rate.
Pressure measurements provide a good indication of leakage problems and faulty hydraulic drill system
components such as pumps, pressure control valves, volume control valves, strainers, drifter and boom
problems.
Depending on where the flow meter in the hydraulic system is connected, it will help determine:
Pump flow at no load condition.
Pump flow at load conditions.
How much of the oil flow is not available for power at a desire pressure (as applied by load
valve = needle valve) to a particular component (hammer, rotation, feed, boom, drive train)
because of:
a. Flow at a lower rate because of slippage inside the pump due to worn parts.
b. Flow over pressure relief valve due to worn seats or weak or improperly set springs.
c. Leakage past valve spools and seat back into the fluid supply reservoir without having
reached the working cylinder or motor.
d. Leakage past o-rings on cartridges back to tank.
e. Leakage past the cylinder packing or motor parts directly into the return line without
having produced any useful work.

WHEN NOT FAMILIAR WITH FLOW METERS, READ THE OPERATING INSTRUCTIONS OF YOUR
FLOW METER CAREFULLY BEFORE DOING A FLOW TEST.

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FLOW TEST PROCEDURES FOR TROUBLESHOOTING

Following are the hammer, rotation, feed and boom flow test procedures necessary to troubleshoot a
Oldenburg Cannon HDC-3 system. The flows shown are for Oldenburg Cannon drill jumbos with CH38
drills. For other systems, see the flow specification for the correct system. NOTE: The following flow
measurements require a flow meter with the ability to load the circuit to be tested to 3000 PSI and
capable of withstanding 500 PSI system back pressure. All the Pre-test Requirements apply to the
flow tests. Tests must be conducted at 125F +/- 10.
TO TEST HAMMER FULL FLOW
1. Disconnect the pressure and return lines from the hammer and connect to the flow meter.
2. Adjust the flow meter pressure loading valve to the no load position (full out).
3. Start hydraulic system and bring to Pre-test Requirements. (Flow meter pressure loading
valve may be used to heat the oil).
4. Feed thrust regulator adjusted to 1500 PSI.
5. Block the feed to prevent actuation of the retract or feed the drill bit against the rock.
6. Collaring valve OFF.
7. Fast Forward valve OFF.
8. Feed valve in full forward position.
9. Hammer valve on.
10. Adjust the flow meter pressure loading valve to read 2500 PSI. Flow should be 29-33 GPM less
than the combined flow of the P1 and P2 pump sections for the pump used. See the chart on
the following pages for P1 and P2 flows, Also see the flow specification for alternative
machines.
11. Return all valves to neutral position.
TO TEST HAMMER IDLE FLOW
1. Perform the above steps 1, 2 and 3 of hammer full flow.
2. Hammer valve on.
3. Adjust the flow meter pressure loading valve to read 2500 PSI. Flow should be 5-9 GPM. See
Flow Specifications for alternative machines.
4. Return all valves to neutral position.

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TO TEST FEED FORWARD FLOW

1. Locate the drill so the retract valve is not actuated.
2. Remove the hoses from the feed motor or feed cylinder and connect to the flow meter.
3. Adjust the flow meter pressure loading valve to the no load position (full out).
4. Start the hydraulic system and bring to Pre-test Requirements.
5. Collaring valve OFF.
6. Fast Forward valve OFF.
7. Feed thrust regulator adjust turned all the way in (clockwise).
8. Feed valve in full forward position.
9. Adjust the flow meter pressure loading valve to 2000 PSI. Flow should be - 3 GPM.
10. Return all valves to neutral position.
11. Re-adjust the feed thrust regulator to previous pressure setting.
TO TEST FEED REVERSE (FAST FORWARD) FLOW
1. Perform steps 1-6 of feed forward flow.
2. Feed valve in reverse position.
3. Adjust the flow meter pressure loading valve to 2000 PSI. Flow should be 5-8 GPM.
4. Return all valves to the neutral position.
TO TEST ROTATION FLOW
1. All control valves in neutral position.
2. RTC on-off valve in off position.
3. Remove the hoses from the rotation motor and connect to the flow meter.
4. Rotation speed regulator adjust to full in position (counter clockwise).
5. Adjust the flow meter pressure loading valve to the no load position (full out).
6. Start the hydraulic system and bring to pre-test Requirements.

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7. Actuate the rotation to the FWD position.

8. Actuate the feed to the FWD position.
9. Adjust flow meter pressure loading valve to 1500 PSI. Flow should be 16-18 GPM. See Flow
Specifications for alternative machines.
10. Return all controls to the neutral position.

TO TEST PUMP P1, P2 AND P3 FLOWS

1. Connect flow meter to pump section to be measured at the pumps.
2. Adjust the pressure loading valve to the no load position (full out).
3. All control valves in neutral position.
4. Start hydraulic systems and bring to Pre-test Requirements.
5. Adjust flow meter pressure loading valve to 2500 PSI. Flows should be as follows:

PUMP P/N

RPM

P1

P2

P3

506234-3

1800

13

23

18

90 426 009

1800

15

19

19

90 426 014

2000

17

17

17

90 426 019

1800

15

19

19

90 426 028

2000

16

16

16

90 426 028

2000

17

17

17

90 426 029

1800

15

19

19

90 426 031

2000

17

21

12.5

90 426 034

2000

12.5

17

90 426 035

2000

16

22

2-110
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GAUGE PRESSURES AND FUNCTIONAL FLOW TABLES

The following tables list flow specifications for systems using a three section rotatry flow
divider driven by a separate hydraulic source. It is necessary to know the input flow (GPM)
to the flow divider to use the following tables.

PRESSURES AND FUNCTION FLOWS

PRESSURE GAUGE (PSI)
Neutral
0-100
0-100
0-100
0-100

Feed Enable
Feed Thrust
Rotation
Hammer

Orifice
0-100
0-100
300-600
800-2500

Drilling
2500
800-1200
500-1400
2000-2900

FUNCTION FLOWS (GPM) DRILLING CONDITION

Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)

Feed
5-8

Hammer
8-5

Rotation
8-18

0-3

20-10

18

0-3

29-35

18

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FLOW SPECIFICATIONS FOR ALTERNATIVE MACHINES

40 GPM Input Flow (CH 38 Drill at Reduced Power)

FLOW DIVIDER FLOWS (GPM)
P1
17

Feed Enable
Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)

P2
10

P3
13

Hammer
5-2

Rotation
3-13

0-3

20-7

13

0-3

23-27

13

FUNCTION FLOWS (GPM)

Feed
5-8

36 GPM Input Flow (CH 32 Drill at Full Power)

FLOW DIVIDER FLOWS (GPM)
P1
9

Feed Enable
Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)

P2
15

P3
12

Hammer
10-7

Rotation
2-12

0-3

16-12

12

0-3

19-23

12

FUNCTION FLOWS (GPM)

Feed
5-8

45 GPM Input Flow (CH 38 Drill at Reduced Power)

FLOW DIVIDER FLOWS (GPM)
Feed Enable
Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)

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P1
19

P2
11

P3
15

Hammer
6-3

Rotation
5-15

0-3

20-8

15

0-3

25-29

15

FUNCTION FLOWS (GPM)

Feed
5-8

DRILLING PRESSURE
Feed Thrust Pressure:
Most of the common regulation of feed thrust is a meter reading between 300-500 psi
(Collaring) and 900-1500 psi for full.
Rotation Pressure:
The most common reading of rotation pressure is 800-1200 psi. When the machine
drills orifices, softer or fractured rock the rotation pressure will decrease. When the
hole doesn't clean appropriately and/or the drill operation through a hole is too fast,
the rotation pressure will increase.
Collaring:
The collar pressure is fixed between 300 - 500 psi and the collar pressure control
automatically keeps this pressure.
Hammer:
The low hammer pressure is 1800-2000 psi and the full pressure is 2150-2900 psi.

Operating Pressures
Rotation:
Flow (GPM)
Pressure (PSI) (maximum)
Hammer:
Flow(GPM)
Pressure (PSI)
Drilling:
Air:
Pressure (PSI)
Flow (CFM):
Drill of 1
Drill of 1
Water:
Pressure (PSI)
Flow (GPM):

CH-38 Drill
18
2000
30
2900

125
85
150

150
15

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HYDRAULIC DRILL CONTROL TROUBLESHOOTING GUIDE

This trouble shooting guide for the Hydraulic Dill Control System is designed to help the maintenance
person solve problems with malfunctioning components.
In order to become a system and component trouble shooter, it is important to have a working
knowledge of hydraulic schematic reading and electrical schematics. After using your senses to get a
general idea of the problem, your flow meter should be used to pinpoint specific solutions to your
difficulties.
The Oldenburg Cannon Hydraulic Drill Controls depend on the proper flow and pressure from the gear
pump or the flow divider to generate the fluid power to operate the drill, feed, rotation, boom and other
hydraulic circuits. Therefore, flow and pressure measurements are important for troubleshooting
malfunctions in the hydraulic circuits. Oil should be at operating temperature, (120F) when
troubleshooting or taking flow measurements, because the viscosity changes with the temperature,
affecting leakage, pressure drops and lubrication.
When troubleshooting hydraulic systems, REMEMBER:

Pressure is a result of resistance to flow.

Pressure is force for work.

All energy put into a hydraulic drilling system must come out either as work or as heat.

When oil flow is restricted, heat is created and there is a loss of potential energy (pressure) for
doing work (i.e. a hose that is too small or restricted). On the other hand, some restrictions like
orifices are purposely built into the system.

Flow through an orifice or restriction causes a pressure drop.

Flow is motion for speed.

Oil must be confined to create pressure for work. A tightly sealed hydraulic drilling system is a
must.

Oil takes the path of least resistance.

Oil is pushed into a pump, not drawn into it (atmospheric pressure supplies this pressure).

A pump does not create pressure; it creates flow. Pressure is caused by resistance to flow.

The most effective way to pinpoint troubles in the system is by testing with gauges and/or a flow
meter.

The charts on the following pages can help in listing all the possible causes of trouble when you begin
diagnosis and testing on a machine.
Before starting any testing, first check for external oil leaks and unusual noises in the system.

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IMPORTANT!
ALWAYS CHECK THE FOLLOWING BEFORE TROUBLESHOOTING:

Is there oil in the tank?

Is the pump turning?

Are there any strange noises?

Are there any warning lights on?

Any sign of obvious failure?

Oil all over the components or the ground?

What was happening with the jumbo when failure occurred?

What do the gauges tell you?

Does anything smell burnt or strange?

QUESTIONS FOR THE OPERATOR:

Can he/she describe what happened?

Has this happened before?

What is it not doing?

Does he/she have any ideas?

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PROBLEM
System Inoperative

Systems operates erratically or

slowly.

2-116
REV. 0

PROBABLE CAUSE

SOLUTION

Slipping or broken pump drive.

Replace coupler or drive plates if

necessary. Align them and
adjust as required.

Gear pump not operating.

Check for safety shut-off device

on pump or pump drive.

Pump rotating in wrong

direction.

Reverse to prevent damage.

Components not properly

adjusted.

Refer to adjustments section for

proper adjustment of
components.

Relief valve defective.

Test relief valves to make sure

they are opening at their rated
pressure. Examine seals for
damage that could cause leaks.
Clean relief valves and check for
broken springs, etc.

Suction strainer plugged or dirty.

Drain oil and replace strainers.

Try to find source of
contamination.

Badly worn gear pump.

Repair or replace pump. Check

for problems causing pump wear
such as misalignment,
contaminated oil or excessive
pressure.

Badly worn components.

Examine and test valves, motors,

cylinders, etc. for external and
internal leaks. If wear is
abnormal, try to locate the
cause.

Cold oil.

Viscosity of oil may be too high

at start of warm up period.
Allow oil to warm up to
operating temperature before
using hydraulic functions.

PROBLEM
Systems operates erratically or
slowly

System operates slowly or not at

all.

PROBABLE CAUSE

SOLUTION

Restriction in strainer or suction

line.

Suction line could be dirty or

have inner walls that are
collapsing to cut off oil supply.
Clean or replace suction line.
Also, check suction strainers for
restrictions.

Dirt in relief valves.

Clean or replace relief valves.

Components sticking or binding.

Check for dirt or gummy

deposits. If binding is caused by
contamination, try to find the
source. Check for worn parts.

Badly worn pump.

Repair or replace pump. Check

for problems causing pump wear
such as misalignment or
contaminated oil.

Air in system.

Examine suction side of system

for leaks. Make sure oil level is
correct. (Oil leak on the pressure
side of the system could
account for loss of oil.)

Oil viscosity too heavy.

Use the recommended oil.

Insufficient engine speed or

electric motor speed.

Refer to the operators manual

for recommended speed. If
machine has a governor, it may
need adjustment.

Components not properly

adjusted.

Refer to adjustments section for

proper adjustment of
components.

Badly worn components.

Examine and test valves, motors,

cylinders, etc. for external and
internal leaks. If wear is
abnormal, try to locate the
cause.

Bad seals in water swivel.

Re-seal. Change bushing.

2-117
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PROBLEM
System operates slowly or not at
all

Oil dirty or milky.

Foaming of oil in system.

Overheating of system.

2-118
REV. 0

PROBABLE CAUSE

SOLUTION

Valves or regulators plugged.

Clean dirt from components.

Clean orifices. Check for source
of dirt and correct.

Oil leak in pressure lines.

Tighten fittings or replace

defective lines. Examine mating
surfaces on couplers for
irregularities.

Filter failed or bypassing.

Change filter elements.

Water in oil (milky).

Drain tanks and refill with 30

Weight Hydraulic oil.

Metal particles (mechanical

failure).

Change filter elements and if

necessary drain oil and clean
tank.

Low oil level.

Fill oil reservoir. Check for leaks

and tighten.

Air leak in line from reservoir to

pump.

Tighten or replace suction line.

Kink or dent in hydraulic lines

(restricts oil flow).

Replace hydraulic lines.

Worn seal around pump shaft.

Clean sealing area and replace

seal. Check oil for
contamination or pump for
misalignment.

Wrong kind of oil being used.

Use 30 Weight Hydraulic Oil.

Thermal valve sticking or

malfunctioning.

Replace thermal valve element.

Air to oil cooler dirty.

Blow or wash dirt from the

external cooling fins of cooler.

Water to oil heat exchanger

plugged.

Remove end caps. Check for

plugged tubes.

Incorrect relief valve pressure.

Check pressure and clean or

replace relief valves.

PROBLEM
Overheating of system.

Hammer will not start.

Hammer will not drill (feed valve

in forward position and drill
advancing).

PROBABLE CAUSE

SOLUTION

Control valve stuck in partially or

full open position.

Free all spools so that they return

to neutral position.

Internal component oil leakage.

Examine and test valves,

cylinders, motors, etc. for
external and internal leaks. If
wear is abnormal, try to locate
cause.

Improper starting procedure

being used.

Review starting procedure in the

operation section of this manual.

Hydraulic oil cold.

Preheat the oil in accordance

with the operation section of this
manual. Start the drill per
instructions.

Collaring valve on.

Turn collaring valve off.

Hammer valve not operating

properly.

Remove hammer valve and

check for obstructions and
proper action of spool. Clean
and repair as necessary. If the
hammer valve is a solenoid
valve, check to make sure that it
is receiving proper voltage to the
solenoid.

Feed pressure low.

Refer to adjustments section of

this manual and adjust feed
pressure.

Drill seized.

Measure the hammer full flow. If

the flow is less than
specifications, see Hammer
Pressure Low section. If the flow
meets specifications, replace
the hammer.

Feed thrust pressure low.

Refer to adjustments section of

this manual and adjust feed
thrust pressure.

Collaring valve on.

Turn collaring valve off.

Badly worn chuck bushing.

Replace chuck bushing.

2-119
REV. 0

PROBLEM
Hammer will not drill (feed valve
in forward position and drill
advancing).

Hammer pressure low

(penetration rate low).

2-120
REV. 0

PROBABLE CAUSE

SOLUTION

Collaring valve on.

Turn collaring valve off.

Badly worn chuck bushing.

Replace chuck bushing.

Feed relief pressure low.

Refer to adjustments section of

this manual and adjust relief
pressure to 2500 psi.

Striking bar hanging in chuck.

Examine chuck parts and striking

bar for out of spec components.

P1 and/or P2 relief adjusted low.

Refer to adjustments section of

this manual and adjust P1 and/or
P2 relief pressure.

Chuck bushing worn beyond

allowable limit.

Replace chuck bushing.

Feed relief adjusted too high.

Adjust in accordance with HDC

adjustments.

Striking bar made wrong.

Replace striking bar with one

within specifications.

Pump flow low.

Measure the pump flow.

Replace as necessary.

Hammer clearances excessive.

Measure the hammer high flow.

If the flow meets specifications,
replace the hammer.

O-Rings bad on the Free Flow

Regulator.

Replace the O-Rings on the

Regulator or replace the
Regulator.

Hammer shift adjust set too high

or not shifting.

Check for proper setting.

Replace if required.

Hammer shift cartridges failed or

sticking.

Remove and examine o-rings

and spool for proper operation.
Repair as necessary.

Hydraulic oil the wrong viscosity.

Measure the viscosity of the oil.

Replace as necessary.

PROBLEM
Hammer pressure fluctuating
(from normal operating pressure
to a lower or higher pressure).

PROBABLE CAUSE
Muddy ground
Feed flow adjust cartridge
adjusted low.

Hammer not controllable when

collaring.

Hammer wont idle (stalls).

SOLUTION
Drilling through muddy ground
and the system is operating
normally.
Refer to adjustments section of
this manual and adjust feed flow
cartridge.

Feed relief pressure low.

Refer to adjustments section of

this manual and adjust feed
relief pressure.

Striking bar sticking in the chuck

bushing.

Remove the striking bar from drill

and inspect the rear shank of the
striking bar and the chuck
bushing for galling. Replace
parts as necessary.

Drill not feeding properly.

Inspect the feed cylinder or feed

motor and transmission for
smooth operation. The drill
should travel the full length of
the feed with not more than 100
PSI variation in feed pressure.

Collaring pressure set too low.

Set collaring pressure higher.

Hammer collaring impact power

too high.

Adjust hammer collar.

Hammer collar set too high.

Adjust hammer collar.

Drill worn or partially seized.

Measure the hammer idle flow.

If the flow oil is within
specifications and the operating
temperature is 125F +/- 10,
replace the hammer.

Pump flow low.

Measure the pump P2 flow.

Replace the pump if the flow is
low.

Feed flow regulator

malfunctioning.

Remove the feed flow regulator

cartridge and inspect o-rings for
damage and spool for free
movement. Replace
components as necessary.

2-121
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PROBLEM
Hammer wont idle (stalls).

PROBABLE CAUSE

SOLUTION

Hydraulic oil overheated.

Normal operating temperature is

125F +/- 10. If over
temperature, check the thermal
control valve or temperature
control switch for proper
operation. Check heat
exchanger for cleanliness.

Check valve 5 leaking.

Remove and inspect for

damaged o-rings or improper
action. Repair as required.

Hammer-Feed flow sequence

malfunctioning.

Remove the cartridge and

inspect for o-ring damage.
Replace components as
necessary.

Hammer wont idle, stalls when

moving boom.

Boom valve main relief adjusted

too close to setting of P2 Main
Relief.

Adjust P2 Main Relief. Adjust

Boom Valve Main Relief to 200300 psi less than P2 main relief
setting as read on P2 gauge.

Hammer wont idle (runs full

power).

Hammer shift cartridge sticking.

Remove the hammer shift

cartridge and check the spool
for free movement in their
respective bores. All parts must
be free of contamination and
burrs. Also inspect o-rings.
Replace components as
necessary.

Hammer Shift Adjust sticking.

Remove and inspect for proper

operation. Repair as required.

Feed speed out of adjustments.

Refer to adjustments section of

this manual and adjust feed
speed.

Feed relief pressure out of

adjustment.

Refer to adjustments section of

this manual and adjust feed
relief.

Feed relief pressure not staying

within limits.

2-122
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PROBLEM
Feed relief pressure not staying
within limits.

PROBABLE CAUSE

SOLUTION

Feed relief cartridge

malfunction.

Remove feed relief cartridge

and inspect o-rings for damage.
Cartridge should be free of
contamination. Clean and
replace components as
necessary.

Feed thrust regulator

malfunctioning.

Remove and inspect. Replace

as needed.

P2 main relief malfunction.

Remove the main relief and

inspect the o-rings for damage
and the cartridge for
contamination. Adjust the P2
main relief.

Feed relief pressure not staying

within limits.

Hammer-feed flow shift cartridge

malfunction.

Remove the hammer-feed flow

shift cartridge and inspect for
proper operation and the o-rings
for damage. Replace if
necessary.

Feed relief pressure erratic.

Drilling in vuggy ground.

System is operating normally.

Feed speed adjusted slow.

Refer to adjustments section of

this manual and adjust feed
speed.

Feed relief cartridge

malfunction.

Remove the feed relief cartridge

and inspect o-rings for damage.
Cartridge should be free of
contamination. Replace
components as necessary.

Feed thrust regulator

contaminated.

Remove the regulator and clean

contaminants from it. It is
sometimes helpful to turn the
feed thrust regulator adjust from
the full in stop to the full out stop
while the feed valve is in the
forward position. Readjust the
feed thrust pressure.

Collaring on.

Turn collaring off.

Not maintaining feed thrust

pressure.

2-123
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PROBLEM
Not maintaining feed thrust
pressure.

Cannot set the feed speed.

Drill will not feed forward.

2-124
REV. 0

PROBABLE CAUSE

SOLUTION

Feed speed adjusted too slow.

Refer to adjustments section of

this manual and adjust feed
speed.

Feed thrust regulator

malfunctioning.

The pressure should change

smoothly as the regulator is
adjusted. If it does not, remove
and replace as required.

Collaring valve malfunctioning.

Inspect and repair as required.

Feed relief pressure not staying

within limits.

Correct the problem per the

appropriate section.

Feed relief malfunctioning.

Remove and inspect for

damage. Replace components
as necessary.

Feed flow adjust contaminated.

Remove the feed flow adjust

cartridge and clean off
contaminants.

Feed flow regulator

malfunctioning.

Remove the feed flow regulator

cartridge and inspect o-rings for
damage. Cartridge must be
free of contaminants and the
spool must move smoothly.
Replace components as
necessary.

Feed flow orifice contaminated.

Remove and clean.

Feed thrust pressure not adjusted

properly or malfunctioning.

Refer to adjustments section of

this manual and adjust feed
thrust pressure.

Collaring valve on and the

collaring pressure set low.

Refer to adjustments section of

this manual, adjust the collaring
pressure, and turn collaring off.

Feed cable jammed.

Inspect the front cable pulley.

Feed cylinder leaking.

Check the forward and reverse

functions.

PROBLEM
Drill will not feed forward.

PROBABLE CAUSE

SOLUTION

Feed chain jammed.

Inspect the feed and remove

obstructions or adjust chain as
necessary.

Double pilot lock-check

malfunctioning.

Inspect the lock-check. Clean

and/or replace as required.

Drill will not feed forward.

Feed motor malfunction.

Check the feed forward flow. If

the flow is not per specifications,
replace the feed motor.

Feed retract speed slow.

Hammer-feed flow shift cartridge

malfunction.

Remove the hammer-feed flow

shift cartridge and inspect the orings for damage. The cartridge
must be free of contaminants
and the spool must move
smoothly. Replace components
as necessary.

Retract feed orifice plugged.

Remove the feed orifice plug

and clean.

Hammer-feed flow shift

improperly adjusted.

Refer to adjustments section of

this manual for proper
adjustment.

Hammer-feed flow shift

malfunctioning.

Remove and inspect for proper

operation.

Feed retract pressure regulator

set too low.

Refer to adjustments section of

this manual for proper
adjustment.

Feed valve dragging.

Disassemble the feed valve and

check for contaminants. The
spool and bore must be free of
burrs and scuffing.

Retract circuit hose broken or

pinched.

Adjust the pressure reducer and

repair as necessary.

Automatic retract pressure

reducer not adjusted properly.

Refer to adjustments section of

this manual for proper
adjustment.

Feed valve returns only to neutral

and not reverse at hole bottom.

Automatic retract does not

function.

2-125
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PROBLEM
Feed valve returns only to neutral
and not reverse at hole bottom.

Automatic retract does not

function.

Feed valve stays in reverse.

Rotation speed slow when

drilling.

2-126
REV. 0

PROBABLE CAUSE

SOLUTION

Feed retract pressure regulator

set too low.

Refer to adjustments section of

this manual for proper
adjustment.

Feed valve dragging.

Disassemble the feed valve and

check for contaminants. The
spool and bore must be free of
burrs and scuffing.

Retract circuit hose broken or

pinched.

Adjust the pressure reducer and

repair as necessary.

Automatic retract pressure

reducer not adjusted properly.

Refer to adjustments section of

this manual for proper
adjustment.

Automatic retract responds

slowly (hits stop).

Refer to adjustments section of

this manual for proper
adjustment.

Low water pressure.

Add water pressure.

Auto retract valve defective.

Change valve.

Rotation speed control adjusted

too slow.

Adjust the speed control to the

speed desired.

Rotation shift cartridge

malfunctioning.

Remove and inspect for proper

operation. Replace as
necessary.

Rotation motor worn.

Check rotation flow. If the flow is

per specification, replace the
rotation motor.

Pump worn.

Check rotation flow. If the flow

does not meet specifications,
replace the pump.

P3 relief set low.

Refer to adjustments section of

this manual for proper
adjustment.

PROBLEM
Rotation pressure higher than
normal.

Boom movement is slow.

Boom drops with control valve in

neutral position.

PROBABLE CAUSE

SOLUTION

Drill transmission head binding.

Remove the rotation motor from

the drill. Start the drill. Start
rotation. If the pressure is low,
the drill rotation unit is binding.

Rotation motor malfunction.

Remove the rotation motor from

drill and turn on rotation. If the
pressure is still high, shut off the
system, disconnect the hoses
from the rotation motor and then
connect the two hoses together.
Turn on the rotation again. If the
pressure is low, replace the
motor. If the pressure is still high,
there is a restriction somewhere
in the rotation circuit.

Main relief (P3) valve

malfunctioning.

Remove main relief valve

cartridge and inspect o-rings for
damage and the valve for
contamination. Replace
components as necessary.
Adjust relief valve.

P2 pump malfunctioning.

Check P2 pump flow.

P2 or boom relief defective.

Check and set pressure.

Hammer-feed flow shift

malfunctioning.

Check o-rings and cartridge for

sticking. Repair or replace as
necessary.

Feed flow regulator

malfunctioning.

Remove and inspect for proper

operation. Repair as required.

Internal counter balance valves

leaking.

Check for bad o-rings or scored

and sticking parts.

Oil leaking past cylinder packing

or o-rings.

Replace worn parts. If wear is

caused by contamination, clean
hydraulic system and determine
the source.

Control lever not centering when

released.

Check linkage for binding.

Make sure valve is properly
adjusted and has no broken or
binding parts.

2-127
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PROBLEM
Cylinders leak oil.

Relief valve low or erratic

pressure.

No pressure.

No pressure.

2-128
REV. 0

PROBABLE CAUSE

SOLUTION

Damaged cylinder barrel.

Replace cylinder barrel. Correct

cause of barrel damage.

Rod seal leaking.

Replace seals. If contamination

has caused seal to wear, look for
source. Check piston rod for
scratches or misalignment.

Piston rod damaged.

Check rod for nicks or scratches

that could cause seal damage
or allow oil leakage. Replace
defective rods.

Incorrect adjustment.

Refer to adjustments section of

this manual for proper
adjustment.

Sticking valve piston in main

body.
Dirt, chip or burr holding valve
partially open.

Replace valve.

Weak spring.

Replace valve.

Worn or damaged poppet or

seat.
Spring ends damaged.

Replace valve.

Valve coking in body.

Replace valve.

Orifice or balance hole blocked.

Replace valve.

O-ring damaged.

Replace o-ring.

Spring broken.

Replace valve.

Poppet not seating.

Replace valve.

Worn or damaged poppet or

seat.

Replace valve.

Dirt, chip or burr holding valve

partially open.

Remove dirt, chip or burr.

O-ring damaged.

Replace o-ring.

Remove dirt, chip or burrs.

Replace valve

PROBLEM
Variations in flow.

PROBABLE CAUSE

SOLUTION

Valve spool binding in body.

Eliminate condition or replace

valve.

Leakage in cylinder or motor.

Repair or replace cylinder or

motor.

Oil viscosity too high.

Drain tank and refill with 30

Weight Hyd. Oil.

Valve not adjusted properly.

Replace valve.

Restricted passages or orifice.

Eliminate condition or replace

valve.

Cocked valve piston.

Eliminate condition or replace

valve.

Circuit relief valve leaking.

Readjust relief valve per set-up

procedures or replace valve.

Oil too hot.

See Overheating of Oil in

System.

Defective centering spring.

Replace spring or valve.

No or low voltage to solenoid.

Correct problem in electrical

circuit.

Worn or binding control linkage.

Replace valve.

Contamination.

Remove and disassemble the

valve. Clean and repair as
required.

No pilot pressure to solenoid

valve.

Correct pilot pressure problem.

Control valve sticks or works

hard.

Valve broken or scored

internally.

Repair broken or scored parts.

Locate source of contamination
that caused scoring.
Correct misalignment.

Control valve leaks oil.

Misalignment or seizing of control

linkage.
Worn or damaged o-rings.

Improper flow.

Faulty or incomplete shifting.

Replace o-rings (especially

between valve stacks). Clean
system if contaminated.

2-129
REV. 0

PROBLEM
Sequence valve inoperative.

Pump Does not deliver fluid.

Pump Does not deliver fluid.

Excessive pump wear.

2-130
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PROBABLE CAUSE

SOLUTION

Adjustment set too high.

Refer to adjustments section of

this manual for proper
adjustment.

Tie bolts too loose (on valve

stacks).

Use manufacturers
recommendation to adjust tie
bolt torque.

Broken valve parts.

If valve is cracked, look for

causes like too much pressure or
hoses that are attached
incorrectly.

Fluid level in reservoir too low.

Fill the reservoir with the proper

grade and type of fluid. Check
for possible external leaks.

Pump inlet line or strainer

plugged.

Remove and clean. Check

filters and reservoir for other
possible obstructions.

Air leak in pump inlet line.

Repair leak.

Pump speed too slow.

Increase speed to specifications.

Sludge or contamination in the

pump.

Dismantle and clean pump.

Clean entire system and fill with
clean fluid.

Broken or worn parts inside the

pump.

Analyze the conditions that

brought on the failure and
correct them. Repair or replace
the parts accordingly.

Cold fluid.

Warm up system. Operate only

at recommended operating
temperature range.

Abrasive contaminants or sludge

in the fluid.

Check for cause of

contaminants. Change fluid
filter. Replace or repair worn
parts accordingly and replace
fluid.

Sustained high pressure above

maximum pump rating.

Check for possible relief valve

malfunction and proper settings.

HYDRAULIC COMPONENT FAILURE PROCEDURES

Regular use of the drill jumbo will eventually lead to component failure, which if not properly handled
will lead to further failures. The following procedures should be observed in order to minimize this
problem.

1. HOSES
a. General Hose Failure (excludes all hammer hoses):
The replacement should be made up prior to removing the failed hose. All fittings should be capped
and hose ends plugged whenever a hose is removed. The replacement hose should be cleaned
preferably by flushing with a clean fluid (solvent or hydraulic oil). The failed hose should be removed
and the new hose installed taking whatever action is necessary to assure that no contaminants are
introduced.
b. Hammer Hose Failure:
The section applies to all hoses attached to the hammer between the drill controls and the hammer
which includes hammer percussion, hammer rotation, and the hammer lube. Te replacement hose
should be made up prior to removing the failed hose and cleaned as described above. The
replacement hose should be installed taking whatever action is necessary to assure the no
contaminants are introduced. If the failed hose was in either the hammer percussion or rotation circuit
it is necessary to remove both hoses of that circuit from the drill and connect them together with a JIC
tube union (#10 for rotation or #12 for hammer). Make sure that the fittings are capped after the hoses
are removed. Start the hydraulic system and bring to full operation RPM. Actuate the valve in the
respective circuit to the forward position and allow the oil to circulate for at least five minutes. This will
wash all contaminants back to the return filter and clean the system. Return the control valve to the
neutral position and shut down the hydraulic system. Remove the caps from the hammer. Remove the
hoses from the connector and install on the hammer taking whatever action is necessary to assure that
no contaminants are introduced. If it is a hose in the hammer lube circuit that failed, make a
replacement hose and install as described in section a. Remove the lube line from the back of the
drill and start jumbo air system. Actuate any valves or switches necessary to get normal air pressure at
the air lube pressure regulator. Let the air lube line blow for five minutes to clean the line of all
contaminants. Connect the line to the fitting at the rear of the drill.

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2. DRILL
a. Percussor:
When a percussor has failed or is known to be failing (i.e. is hard starting, fails to start, stalls when
idling, etc.) and is removed from the machine, it is necessary to flush the hoses prior to connecting a
new drill. Percussor failure that is a result of piston scoring/seizure or breakage will produce metal
particles, which will enter the hydraulic system. Prior to connecting the hoses to the new percussor, the
hoses should be connected together and cleaned with the hydraulic system as described in section 1.b
above. Connect the hoses to the new hammer after flushing for the required five minutes.
b. Rotation Motor:
Rotation motor failures will generate contaminants, which will enter the hoses and require flushing.
Prior to connecting the hoses to the new motor, the hoses should be connected together as described
in section 1.b above and flushed for five minutes with the hydraulic system. Connect the hoses to the
motor after the required flushing. Note that the P3 circuit is only filtered by the return filter.
c. Rotation Unit/Chuck:
Failure of bearings or bushings in the rotation unit of the drill will usually generate a substantial amount
of large contaminants, which can migrate to the percussion section due to the pumping action of the
piston. When a failure does occur it is recommended that the distributor and the piston be removed
from the cylinder assembly. The distributor, cylinder liner and piston should be cleaned of all
contaminants and examined for damage that might have occurred and not yet have affected percussor
operation. Any minor scoring can be buffed out at this time unless it is going to affect the life or
operation of the seals. The contaminants will sometimes be pumped into the air lube hose making it
necessary to purge the air lube before starting as described in section 1.b above.

2-132
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3. PUMP
Removing and replacing a failed pump:
Clean all surfaces of components prior to removal. Remove hose as required and cap or plug all hoses
to protect against contamination. Before installing a new pump, flush the pressure hoses to remove
any metal shavings that have been left behind from the failure of the pump. Steam cleaning works well
for this purpose. Change any filters related to the circuit that you are working one. Install the new
pump on the pump adapter housing. Clean the mounting surface where the hose flanges locate and
make sure that there is no surface damage. Connect the hoses to the pump. Remove the two hoses
from the affected component (i.e. drill, cylinder or motor) and connect together with a tube union. Cap
the two fittings on the component. Make sure that all valves are in the neutral position. Start the
hydraulics system and run at the low RPM if it is a diesel driven pump. Listen for cavity noises, which
would indicate an air leak on the suction of the pump.
Actuate the component control valve and let the system run for a minimum of ten minutes in both
directions without actuating any other valves. This allows the pump to break in a low pressure and
clean the system of any contaminants generated by the failed pump.
If you have a catastrophic failure in the system that is running a motor, we recommend that you also
change the motor at this time.
On any hydrostatic system tram circuit, you should always change both the pump and the motor when
there is a failure of either component.

2-133
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4. HYDRAULIC OIL COOLER (WATER TO OIL)

Remove the failed cooler from the system taking care to cap all fittings and plug all hoses. Drain all
possible oil from the hydraulic system and replace with new oil. Install the new oil cooler. Start the
hydraulic system and run for a minimum of ten minutes. Shut the hydraulic system down and let it
remain off for twelve minutes allowing the remaining water to separate from the oil. Drain the water
from the petcock at the bottom of the reservoir. If more than two gallons is removed it is necessary to
run the system and drain again. This procedure should be repeated until the water has been reduced
to an acceptable level. At this time, the main return filter should be changed. Water trapping filter
elements can also be used to speed up the process.
5. AIR LUBRICATION SYSTEM
If failure occurs in the air lubricator system preventing adequate air flow to the drill, it is necessary to
check the system and hammer for contaminants that would be generated by the chuck area of the drill.
The natural pumping action of the drill piston will force material back up the lube line so all the lube
lines should be purged as describe in section 1.b above. The air purge line should be allowed to blow
free of contaminants and checked to be sure that an oil mist is present before connection to the
hammer.
6. GENERAL
Before any hydraulic assembly is changed, every effort should be made to remove all contaminants to
prevent them from entering the system and doing further damage.
7. NEW OR REBUILT HAMMER START-UP PROCEDURE
Connect the hoses together and clean the hydraulic system by flushing ten to fifteen minutes before
connecting the hoses to the new hammer.
Follow the normal start up procedure for the hammer and it will start easily. Do not go full power. Let
idle to purge the air and fill it with oil. The sound of the hammer will become louder as it changes from
a low frequency to a higher frequency humming sound. Roll feed assembly over so the fitting on the
drill points upward. This helps speed up the process.
It might be necessary to work the feed lever back and forth for short periods of time while the hammer
is filling. This should only be done as a last resort to speed up the process. The hammer might take up
to ten minutes to fill. When the hammer reaches normal running temperature, proceed with the normal
drilling cycle.
8. HYDRAULIC FILTERS
After a major component failure all return and high pressure filters are to be changed. Then they must
be changed again after 40 hours of operation.

2-134
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CABLE REEL SERVICE

Slip Ring
Assembly

Bearing
Assembly

Bushings
Sprockets &
Chain
(not shown)
Limit Switch

Motor

O.K.

NOT

CABLE REEL

EQUIPMENT PROBLEM

Inspect limit switch, perform Adjustment * (if necessary)

Inspect bushings ..........................................................
Inspect and lubricate bearing assembly.......................
Inspect slip ring assembly ............................................
Inspect motor................................................................
Inspect sprockets and chain.........................................
* - For Adjustment instructions, refer to the Rotary Limit Switch Maintenance Instructions in the Appendix of this manual.

2-135
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APPENDIX
VENDOR MANUALS
EQUIPMENT

PART NUMBER

DIESEL ENGINE CONTROLLER ........................................................................

DANA/SPICER DROP BOX.................................................................................
SAUER DANFOSS SERIES 51 TRAM MOTOR..................................................
SAUER DANFOSS SERIES 90 TRAM PUMP.....................................................
HELAC ACTUATOR ............................................................................................
SULLAIR 40 CFM AIR COMPRESSOR ..............................................................
ANSUL FIRE SUPPRESSION SYSTEM .............................................................
GREASE PUMP (AIR OPERATED).....................................................................
DUAL CALIPER BRAKE ......................................................................................
GRUNDFOS WATER PUMP ...............................................................................
MERCEDES 904 TIER III ENGINE SPECS FOR OPERATING FLUIDS ............
MERCEDES 904 TIER III ENGINE FAULT CODES............................................
MERCEDES 904 TIER III ENGINE WORKSHOP MANUAL ...............................
MERCEDES 904 TIER III ENGINE WORLD WIDE SALES & SERVICE
ORGANIZATION MANUAL (ELECTRONIC COPY ONLY) .................................
MERCEDES 904 TIER III ENGINE OPERATING INSTRUCTIONS....................
MERCEDES 904 TIER III ENGINE MAINTENANCE BOOKLET.........................

701625
50 010 025
50 076 005
50 083 015
50 081 011
50 047 014
70 330 013
50 075 018
90 637 105
50 074 013
50 031 046
50 031 046
50 031 046
50 031 046
50 031 046
50 031 046

(SEPARATE HARD COPY ONLY)

JOHN DEERE SINGLE PUMP DRIVE - YZ03205...............................................
JOHN DEERE DRIVE AXLES
FRONT DRIVE AXLE - YZ19421...................................................................
REAR DRIVE AXLE - YZ17331 .....................................................................

50 010 014
50 085 046
50 085 009

CLICK HERE TO VIEW VENDOR MANUALS

OTHERWISE CLICK THE PAPER CLIP IN THE BOTTOM
LEFT-HAND CORNER OF YOUR SCREEN TO VIEW
VENDOR MANUALS

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