MD6250 M00 To M11 Sept 2019

GLOBAL DEALER LEARNING
MD6250 Rotary Drill

Introduction
TEXT REFERENCE
SERV2107
CAT, CATERPILLAR, their respective logos, ACERT, “Caterpillar Yellow” and the POWER EDGE
trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar
and may not be used without permission. © 2018 Caterpillar Inc. All Rights Reserved.
Caterpillar: Confidential Yellow
Disclaimer: Every effort is made to ensure that all information in this training module is correct at publication.
All / any system or component specifications stated in this training module are used only for training purposes.
Components, specifications, adjustments and procedures are subject to change as the product evolves.
Always refer to Caterpillar Service information to obtain the most current specifications when servicing Cat products.
SERV2107 - 03/18 -2- Introduction
TABLE OF CONTENTS
SAFETY BRIEFING�� 3
PURPOSE�� 4
REASON�� 5
COMPETENCY STATEMENT�� 6
LEARNING OUTCOMES�� 7
INTRODUCTION�� 8
MD6250 SPECIFICATIONS�� 9-18
ROTARY DRILL-SPECIFIC SAFETY�� 19
SAFETY DURING THIS CLASS�� 20
BATTERY DISCONNECT BOX�� 21-22
DUST CURTAIN LIFTERS�� 23
E-STOPS (EMERGENCY STOP SWITCHES)�� 24
APPROACH AND ACCESS�� 25
VISIBILITY FROM OPERATOR'S SEAT�� 26
TOP VIEW COMPONENTS�� 27
LEFT SIDE VIEW COMPONENTS�� 28
RIGHT SIDE VIEW COMPONENTS�� 29
FRONT VIEW COMPONENTS�� 30
SAFETY BRIEFING
• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material
Safely Home. Everyone. Every Day.™
3
PURPOSE
This course is designed to introduce you to the major

components, major service points, and operational
strategies of the MD6250 Rotary Drill.
4
REASON
This training is necessary for you to gain knowledge

of major components, major service points, and
operational strategies of the MD6250 Rotary Drill in
order to provide effective customer service, which
enhances customer satisfaction.
5
COMPETENCY STATEMENT
At the completion of this course, you will be able to

accurately locate and identify major components,
major service points, and be able to describe the
operational strategies of the MD6250 Rotary Drill
during a classroom post-assessment with at least 80%
accuracy.
6
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill course,

you will be able to:
• Locate and identify major MD6250 Rotary Drill
components
• Locate and describe major MD6250 Rotary Drill
service points
• Be able to describe the operational strategies
employed by MD6250 Rotary Drill components and
systems
7
8
INtRODuctION
The MD6250 is powered by either a C27 ACERT® Tier 2 or Tier 4 Final diesel
engine and is mounted on the proven Cat 336E LE excavator-type undercarriage.
Up to 29,483 kg (65,000 lbs) of pulldown force can be achieved when fitted with the
13.6 metre mast. When the shorter 11.2 metre mast is fitted, both hoist & pulldown
functions are limited to 45000 lbs force.
Vertical & angle drilling in 5o increments is standard, up to 30 degrees from vertical.
The MD6250 is capable of drilling holes up to 250 mm (9.8 in) for both masts.
The low pressure compressor for rotary drilling provides up to 2000 cfm @ 125 psi.
Two different high pressure compressors are available for DTH options:
1. 1500 cfm @ 350 psi
2. 1350 cfm @500 psi
Variable volume control is available for all compressor options.
A full description of MD6250 specifications/options follows in Specalog AEHQ7996.

MD6250
Rotary Blasthole Drill
Specifications
11.2 or 13.6 m (36.7 or 44.6 ft)
Mast Configurations
Description Basic Specs (continued)

The MD6250 crawler-mounted blasthole drill is designed to drill U.S. EPA Tier 2 equivalent
from 152-250 mm (6-9.8 in) diameter holes. MD6250 is optimized Engine C27 ACERT™ @ 1,800 rpm
for single-pass or multi-pass drilling, in both Rotary and DTH
Emissions U.S. EPA Tier 2 equivalent
drilling modes.
Rated horsepower 652 kW 875 hp
Basic Specs Elevation capability 4750 m 15,000 ft
U.S. EPA Tier 4 Final
11.2 m (36.7 ft) mast
Engine C27 ACERT @ 1,800 rpm
Hole diameter range Up to 152- Up to 6-9.8 in
Emissions U.S. EPA Tier 4 Final
250 mm
Hole depth range
Elevation capability 3658 m 12,000 ft
Single-pass depth 11.2 m 36.7 ft
Compressor, Rotary drilling 56.6 m 3/min (2,000 ft3/min)
Multi-pass depth Down to 53.6 m Down to 176.7 ft
@ 8.6 bar (125 psi)
Pull-down capacity Up to 200.17 kN Up to 45,000 lbf
Compressors, DTH drilling 38.2 m3/min (1,350 ft3/min)
Hoist capacity Up to 200.17 kN Up to 45,000 lbf @ 34.4 bar (500 psi)
Hoist speed 0.81 m/sec 2.67 ft/sec 42.2 m3/min (1,500 ft3/min)
Bit load (single-pass) Up to 22 321 kg Up to 49,210 lb @ 24.1 bar (350 psi)
13.6 m (44.6 ft mast) Angle drilling available 30° (in 5° increments)
Hole diameter range Up to 152- Up to 6-9.8 in
250 mm
Hole depth range
Pull-down capacity Up to 289.13 kN Up to 65,000 lbf
Hoist capacity Up to 216.85 kN Up to 48,750 lbf
Hoist speed 0.66 m/sec 2.16 ft/sec
Bit load (single-pass) Up to 32 655 kg Up to 71,993 lb
9
MD6250 Specifications
Engine Choices Receiver Tank Choices

U.S. EPA Tier 2 equivalent • Low pressure 8.6 bar (125 psi) for ASME/CRN/AU or CE
Engine C27 ACERT @ 1,800 rpm • High pressure 24.1 or 34.4 bar (350 or 500 psi) for
Emissions U.S. EPA Tier 2 equivalent ASME/CRN/AU or CE
Cooling
U.S. EPA Tier 4 Final
Engine C27 ACERT @ 1,800 rpm • Coolers with easy cleaning access
Emissions U.S. EPA Tier 4 Final • Separate engine cooling module
• All cooler core sections are replaceable
• Functional in ambient temperature of 52° C (125° F)
• Dual starter motors • Automatic variable speed fan control
• Ether starting aid
• Scheduled oil sampling (S∙O∙SSM) ports Climate Choices
• Common air intake filters provide +500 hour service interval
normal operating conditions Climate Level 1 Standard f luids and lubricants
• –1° C (30° F)
Compressor Choices • Withstands high heat to 52° C (125° F)
Climate Level 2 Arctic f luids and lubricants
DTH drilling Includes tool lubrication system • –18°C (– 0.4°F)
and hammer storage
1350 cfm/500 psi 38.2 m3/min (1,350 ft3/min) @ Climate Level 4 Arctic f luids and lubricants
• – 40°C (– 40°F) Level 4 Arctic fluids and lubricants; –40°C
34.4 bar (500 psi) includes 113 L
(–40°F) Temps
(30 gal) tool oiler
• Engine coolant and water tank heater, battery trays and
1500 cfm/350 psi 42.2 m3/min (1,500 ft3/min) @ provision for fuel heating – diesel fi red
24.1 bar (350 psi) includes 113 L • 50 Hz High Pressure (or choose Low Pressure) Compressor,
(30 gal) tool oiler Tier 4 engine
Rotary drilling Optional tool lubrication system • Arctic fluids, Genset ready, heaters and blankets for tanks,
2000 cfm/125 psi 56.6 m3/min (2,000 ft3/min) @ extra batteries, heated water suction lines, drill pipe thread
8.6 bar (125 psi) grease bucket
• Shore power connection box with switchable 240-600 volt,
With the compressors variable volume control, the operator can
50 amp waterproof connection
limit air output and engine speed both resulting in reduced fuel
consumption. All of these compressors contain this feature.
Compressor control box enclosure with purged air lines
2
10
Frame and Work Deck Hydraulics

• Jacks, mast pivot and deck are welded integrally to mainframe • Auxiliary circuit pump
for maximum durability and long life • Two fan pumps
• Stationary drill deck for vertical and angle drilling • Two primary pumps
• Four leveling jacks provide leveling on a 7° bench (any orientation) • Charge pump
• Slip resistant surface on all decks and walkways • Scheduled Oil Sampling (S∙O∙S) ports
• Fuel tank capacity 1609 L (425 gal)
• Fuel capacity expansion for additional 1609 L (425 gal) Mast and Pipe Carousel Features
• Three (3) egress points on deck areas in addition to main access
• Heavy duty tow hooks (front end) • Pipe carousel, standard:
• Four (4) lift lugs, for use with cables or chains – 11.2 m (36.7 ft) Mast: Accepts quantity of four (4) 10.6 m
• Walkway, with railing and toe guards, for cab perimeter (35 ft) pipes
to drill deck – 13.6 m (44.6 ft) Mast: Accepts quantity of four (4) 6.09 m
• Fire suppression ready (includes platform on non-drill end to (20 ft) pipes
mount bottles, and frame around power train to mount nozzles) • Pipe carousel, dual purpose:
• Pipe guide roller assembly mounted on drill deck for loading – 11.2 m (36.7 ft) Mast: Accepts quantity of two (2) 10.6 m (35 ft)
drill pipe pipes and quantity of two (2) 7.6 m (25 ft) starter pipes (starter
pipes are already included with tool group order)
Frame Access Choices – 13.6 m (44.6 ft) Mast: Accepts quantity of two (2) 6.09 m (20 ft)
pipes and quantity of two (2) 3 m (10 ft) starter pipes (starter
• Access ladder to the cab area with spring loaded self-closing gate pipes are already included with tool group order)
• Cascading, hydraulic stairs with walkway around the cab to the • Vertical or angle drilling 0-30°; in 5° increments
deck. Includes tram interlock for when the ladder is down. • Hydraulically actuated pipe carousel accepts various pipe
diameters
Drill Deck Misc. • All mast configurations are designed for changing bit above deck
• Single cylinder pulldown/hoist system
• Toolbox • Auto tensioning of pull down and hoist cables
• Hydraulic viewing hatch on drill deck with spotlight • Deck wrenchtsfi flats of corresponding drill pipe diameters
• Drill pipe thread greaser with remote fill tank or disposable and DTH hammer
grease bucket • Feed system accommodates multiple pipe diameters
• Jib crane ready (option) • Base plate bushing diameters accommodate bits 152-216 mm
(6.0-8.5 in)
Undercarriage • Hydraulic break out wrenches (HOBO) available with adjustable
gripranges
Model Cat® 336E EL Excavator type • Configured with roller deck bushing
Ground clearance 618 mm 24 in • Pipe positioner with pipe diameter specific inserts
• Overhead winch with remote; variable speed drive with ≥ 1818 kg
Carrier rollers Three carrier rollers
(4,000 lb) rating, length to reach 6 m (20 ft) past drill deck (option)
Track chain guards and guides Level two • Tool oiler, 113 L (30 gal) oil injection system
Drawbar pull 417 000 N 307,563 lbf • Variable hydraulic break out wrench grip range choices are
Travel speed display 2.45 kph 1.5 mph 114 mm to 152 mm (4.5 in to 6.0 in) or 152 mm to 216 mm
(6.0 in to 8.5 in)
Triple grousers 600 mm (23.6 in); for hard rock
• Camera on mast is closed circuit and used to view the pipe
1.44 bar (21 psi) ground pressure
carousel/top drive operation
Triple grousers 750 mm (29.5 in); for soft rock • Pipe positioner for angle drilling, multi-pass pipe handling
1.17 bar (17 psi) ground pressure • Rotary head gear box with single motor, up to 150 rpm, up to
11 600 N∙m (8,555 lbf-ft) torque
• Manual pipe catcher – One (1) wire rope hydraulically actuated
pipe catcher, pipe positioner, manual bit basket or
• Hydraulic – One (1) hydraulic pipe catcher, hydraulically actuated
pipe positioner, hydraulic bit basket
3
11
Mast Packages: Standard or Premium Choices Drill Pipe (Mast size dependent)
11.2 m (36.7 ft) Mast Standard carousel pipe:
Single-pass depth 11.2 m 36.7 ft 6.09 m (20 ft) pipes for 13.6 m (44.6 ft) Mast – Accepts quantity of four (4)
Multi-pass depth Down to 53.6 m Down to 176.7 ft Rotary/DTH 127 mm 5 in
Pulldown – rated single Up to 200.17 kN Up to 45,000 lbf Rotary 152 mm 6 in
cylinder pull-down/ Rotary 178 mm 7 in
hoist system
Rotary 193 mm 7.625 in
Hoist Up to 200.17 kN Up to 45,000 lbf
DTH 139 mm 5.5 in
13.6 m (44.6 ft) Mast
DTH 165 mm 6.5 in
10.6 m (35 ft) pipes for 11.2 m (36.7 ft) Mast – Accepts quantity of four (4)
Rotary/DTH 127 mm 5 in
Pulldown Up to 289.13 kN Up to 65,000 lbf
Rotary 152 mm 6 in
Hoist Up to 216.85 kN Up to 48,750 lbf
Rotary 178 mm 7 in
Angle drilling Available with any mast
Rotary 193 mm 7.625 in
Mast Accessories DTH 139 mm 5.5 in
DTH 165 mm 6.5 in
• 11.2 m (36.7 ft) or 13.6 m (44.6 ft) Manual pipe catcher – Dual purpose carousel pipe:
One (1) wire rope pipe catcher, manual bit basket
6.09 m (20 ft) pipes for 13.6 m (44.6 ft) Mast – Accepts quantity of two (2)
• 11.2 m (36.7 ft) Mast Hydraulic – One (1) hydraulic pipe catcher,
hydraulically actuated pipe positioner, hydraulic bit basket Quantity of two (2) 3 m (10 ft) starter pipes
• 13.6 m (44.6 ft) Mast Hydraulic – One (1) hydraulic pipe catcher, (included in the drill tool package)
plus one (1) wire rope, hydraulically actuated pipe positioner, Rotary and DTH 140 mm 5.5 in
hydraulic bit basket Rotary and DTH 168 mm 6.625 in
10.6 m (35 ft) pipe for 11.2 m (36.7 f t) Mast – Accepts quantity of two (2)
Tool Package Rotary
Quantity of two (2) 7.6 m (25 ft) starter pipes
• One-piece roller deck bushing (included in the drill tool package)
• Pipe positioner roller Rotary and DTH 140 mm 5.5 in
• Deck wrench Rotary and DTH 168 mm 6.625 in
• Cross over subs
• Pipe wiper seal Overhead Winch System with remote (option)
• Drill tool lubricator (optional)
Capacity rating 1818 kg 4,000 lb
Tool Package DTH Cable diameter 13 mm 0.5 in
Reach – past the drill deck 6.1 m 20 ft
• Two-piece bushing
• Pipe positioner inserts • Variable speed drive
• Sliding deck wrench
• Cross over adapter for hammer Rotary Head Top Drive System
• Pipe wiper seal
• Drill tool lubricator is included with selection of DTH Compressor Torque, single motor 11 700 N∙m 8,629 lbf-ft
Rotation speed 0-150 rpm
• Spindle – 138 mm (5.5 in) API regular thread with splined collar,
shock sub
• Rotary torque control
• Virtual rotary head travel interlocks
4
12
Operator Environment Operating System Controls (Standard)

• Cab design: • All electric controls for drilling, tramming, leveling plus
– Spacious FOPS cab has 3 m2 (32.4 ft2) floor space with an auxiliary functions
integrated operator station • Rotary torque control
– Cab rubber shock-mounts absorb mechanical vibration and • Virtual rotary head travel stops
restrict exterior noise • Pipe positioner engaged/disengaged indicator
– Operator station design integrates an ergonomic seat, joystick • Drill depth meter
controls with full instrumentation, and dual 254 mm (10 in) • Drill performance and display system
color displays, high definition screen and 12 volt power port • Pump drive gearbox temperature system
– Additional display screen for cc cameras; color, high-defi nition • Delayed engine shut down
254 mm (10 in) • Filter indicators for hydraulic, fuel, compressor and engine
– Power convertor 24V to 12V • Jack pressure sensors in display
– Radio-ready for communication and entertainment radio • Data logging of machine health with warnings and fault code
– Cab roof access system with ladder, cage and rails (optional) records with export capability
– Two swing out doors and Cat keyed locks • Dust suppression control
– Literature holder • Mast lock indicator
• Cab packages: • ECM proportional fan speed control system
– Standard configuration includes a fabric seat, removable floor • Tram interlock, machine stability limits
mat, single pane window glass, and wiper for the driller window • Tram interlock, pipe in hole
– Premium configuration includes a leather seat with heat and • Tram interlock, mast up and locked or down and parked
ventilation, dual pane window glass, a second removable guard • Tram interlock, jack retracted
for front window, a foot rest, wipers for the driller window plus • Tram interlock, winch parked
front and rear windows • Cab environment controls (AC, filter, heat, fan speeds)
• Seating: • Pre wired for Terrain and Autonomous Operation
– Seat swivels, locks and has two point/76 mm (3 in) seat belt,
tilts (5° adjustment), lumbar support, fore/aft seat adjustment Premium Controls
80 mm (3.1 in)
– Fold away trainer’s seat with seat belt (option) • Package 1 Controls, Drills Assist
• Windows: • Auto level
– Large windows front, rear and right cab side; full length drill • Auto mast
window with guard • Auto drill single-pass
– Window shade (option) • Auto retract
– Windshield wipers with a common washer tank
– Manometer Pressure Gauge (option) Automation and Technology
• Lighting:
– LED interior lights and map light at operators seat, backlit • Autonomous ready
joysticks and keypads • Drill depth indicator
– Flood lights for the drill perimeter • Drill Assist (auto level, auto retract, auto mast, single-pass
– Spot lights for power group area; drill deck; mast carousel; auto drill)
access ladder and walkways • Cat Terrain ready
– Standard lighting is 1,300 lumens flood light on perimeter, • Product Link Elite – Satellite, Cellular, Dual (options)
area spot lights have 1,950 lumens • Wiring for third party interface
– Premium lighting is 4,200 lumens per flood light on perimeter
– Mast clearance lights, cab mounted strobe, front mounted
tram beacon
• HVAC:
– HVAC floor vent in the foot rest area
– Roof-mounted air conditioner/heating/pressurizing unit
– Filter access from deck, 500 service interval
– Defogging HVAC vents on main window
• Cameras:
– Two (2) CC cameras (front and left side) providing 360° vision
coverage from operators seat
– Camera on the mast to view pipe carousel/top drive operation
5
13
Dust Control Choices Safety and Security

Water injection – tank mounted 1271 L 336 gal • Fire suppression ready (includes platform only)
below front deck • Approach angle of 15 degrees facilitates loading and unloading
Self-purging for winterization on a lowboy
Water f low meter, volume control, tank fill level indicator • Alloy drill deck covers, for servicing when mast is horizontal
• Seven (7) engine shut down buttons, by each drill egress/access
Water injection plus dust collector
point, in cab, in engine area, on drill deck
127 m3/min (4,500 ft3/min) dust collector; includes standard • Hinged window guard over the full length of the front drill window
water injection • Three (3) egress points on deck areas in addition to main access
Dust collector box with ground level access • Self-closing gates secure egress ladder locations
Self-cleaning filters, dust chute clean-out door • Electric horn activated by push button in the cab
• Automatic tram alarm with yellow strobe light
High volume water injection up to 40 • Under deck mount battery box with keyed battery disconnect/
litres per minute. starter lockout/remote jump start terminals
Maximum tanks total capacity 2786 L 736 gal
• Air hose retention device
Tank below deck – capacity 1514 L 400 gal • Slip resistant surfaces
(isolated for extreme cold • Tow hooks
weather) • Lifting lugs
Tank above deck – capacity 1271 L 336 gal
• Foam injection system Service Packages
• Static dust curtains, four sides boxed enclosed
• Water pump interlock • Basic – Centralized manual lubrication for all pivot points,
• Dust curtain hydraulic lifters raise front and rear dust curtains gravity fill for fuel and water
(option) (recommended with dust collector) • Standard – Fast fill for fuel and water, automated lubrication system
• Tram off spray system (option) • Premium – Service center for lubricant drain and fi ll, automated
lubrication system, fast fill fuel and water, blowdown hose
6
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Dimensions
All dimensions are approximate.
2
1
4 2 5
1
11.2 m (36.7 ft) Mast 13.6 m (44.6 ft) Mast

1 Width front 5.624 m 18.45 ft 5.624 m 18.45 ft
2 Width rear 4.819 m 15.81 ft 4.819 m 15.81 ft
3 Height mast up 17.011 m 55.81 ft 19.460 m 63.84 ft
4 Body length 11.708 m 38.41 ft 11.708 m 38.41 ft
5 Length mast down 17.721 m 58.13 ft 20.170 m 66.17 ft
6 Height mast down 5.134 m 16.84 ft 5.134 m 16.84 ft
7 Mast only length 11.2 m 36.7 ft 13.6 m 44.6 ft
Weights
Working weight range 56 468 kg to 64 154 kg 124,490 lb to 141,436 lb
7
15
MD6250 Configuration Choices
Mandatory Choices
Mandatory choices may vary. Consult your Cat dealer for details.
ENGINE UNDERCARRIAGE PIPE CAROUSEL, STANDARD
• C27 ACERT, 652 kW (875 hp), 1,800 rpm • 600 mm (23.6 inch) triple grousers – hard • 11.2 m (36.7 ft) Mast
Tier 2 equivalent rock with rock guards – Accepts quantity of four (4) 10.6 m
• C27 ACERT, 655 kW (879 hp), 1,800 rpm • 750 mm (29.5 inch) triple grouser – soft rock (35 ft) pipes
Tier 4 Final • 13.6 m (44.6 ft) Mast
MAST – Accepts quantity of four (4) 6.09 m
COMPRESSOR/RECEIVER TANK • 11.2 m (36.7 ft) Mast (20 ft) pipes
• Rotary/Low Pressure: – Single-pass depth – 11.2 m (36.7 ft)
– 56.6 m3/min (2,000 ft3/min) @ 8.6 bar – Multi-pass depth – Up to 53.6 m (176.7 ft) PIPE CAROUSEL, DUAL PURPOSE
(125 psi); with Low Pressure Receiver – Vertical or angle drilling package • 11.2 m (36.7 ft) Mast: accepts a quantity of
Tank for ASME/CRN/AU or CE Tank; • 13.6 m (44.6 ft) Mast two (2) 10.6 m (35 ft) pipes and a quantity of
rotary tool oiler (optional) two (2) 7.6 m (25 ft) starter pipes (starter pipe
– Single-pass depth – 13.6 m (44.6 ft)
• DTH/High Pressure: is already included with tool group order)
– Multi-pass depth – Up to 37.9 m (124.6 ft)
– 38.2 m3/min (1,350 ft3/min) @ 34.4 bar • 13.6 m (44.6 ft) Mast: accepts a quantity of
– Vertical or angle drilling package
(500 psi), with High Pressure Receiver two (2) 6.09 m (20 ft) pipes and a quantity of
Tank (500 psi) for ASME/CRN/AU or two (2) 3 m (10 ft) starter pipes (starter pipe
CE Tank; hammer storage and 113 L MAST ACCESSORIES is already included with tool group order)
(30 gal) tool oiler • 11.2 (36.7 ft) or 13.6 (44.6 ft) Mast
– 42.2 m3/min (1,500 ft3/min) @ 24.1 bar – Manual pipe catcher – One (1) wire rope BREAK OUT WRENCH
(350 psi), with High Pressure Receiver pipe catcher, manual bit basket • Variable grip hydraulic break out wrench
Tank (350 psi) for ASME/CRN/AU or • 11.2 m (36.7 ft) Mast grip range:
CE Tank; hammer storage and 113 L – Hydraulic – One (1) hydraulic pipe catcher, – 114-152 mm (4.5-6.0 in)
(30 gal) tool oiler hydraulically actuated pipe positioner, – 152-216 mm (6.0-8.5 in)
hydraulic bit basket
DRILL DECK MISCELLANEOUS • 13.6 m (44.6 ft) Mast
• Toolbox – Hydraulic – One (1) hydraulic pipe catcher,
• Jib crane ready plus one (1) wire rope, hydraulically
• Drill pipe thread greaser with remote fill actuated pipe positioner, hydraulic
tank or disposable grease bucket bit basket
FRAME ACCESS
• Fixed access ladder
• Cascading, hydraulic stairs with walkway
around the cab to the deck
8
16
MD6250 Configuration Choices
Mandatory Choices (continued)

Mandator y choices may vary. Consult your Cat dealer for details.
DRILL TOOL PACKAGES – 11.2 m (36.7 ft) MAST DRILL TOOL PACKAGES – 13.6 m (44.6 ft) MAST SUBS
• Rotary 127 mm (5 in) pipe diameter – • Rotary 127 mm (5 in) pipe diameter – • Shock absorbers with crossover sub
One (1) piece roller deck bushing, pipe One (1) piece roller deck bushing, pipe – 127 mm (5 in)
positioner roller, deck wrench, cross over positioner inserts, sliding deck wrench, – 140 mm (5.5 in)
subs, pipe wiper seal, drill tool lubricator cross over hammer adapter, pipe wiper seal – 152 mm (6 in)
• Rotary 152 mm (6 in) pipe diameter – • Rotary 152 mm (6 in) pipe diameter – – 165 mm (6.5 in)
One (1) piece roller deck bushing, pipe One (1) piece roller deck bushing, pipe
– 178 mm (7.0 in)
positioner roller, deck wrench, cross over positioner inserts, sliding deck wrench,
subs, pipe wiper seal, drill tool lubricator cross over hammer adapter, pipe wiper seal – 194 mm (7.625 in)
• Rotary 165 mm (6.5 in) pipe diameter – • Rotary 165 mm (6.5 in) pipe diameter – • Shock subs for Dual Purpose 13.6 m
One (1) piece roller deck bushing, pipe One (1) piece roller deck bushing, pipe (44.6 ft) Mast
subs, pipe wiper seal, drill tool lubricator cross over hammer adapter, pipe wiper seal – 168 mm (6.625 in)
• Rotary 178 mm (7 in) pipe diameter – • Rotary 178 mm (7.0 in) pipe diameter – • Shock subs for Dual Purpose 11.2 m
One (1) piece roller deck bushing, pipe One (1) piece roller deck bushing, pipe (36.7 ft) Mast
subs, pipe wiper seal, drill tool lubricator cross over hammer adapter, pipe wiper seal • Top subs
• Rotary 193 mm (7.625 in) pipe diameter – • Rotary 193 mm (7.625 in) pipe diameter – – 127 mm (5 in)
One (1) piece roller deck bushing, pipe One (1) piece roller deck bushing, pipe – 152 mm (6 in)
positioner roller, deck wrench, cross over positioner inserts, sliding deck wrench,
– 165 mm (6.5 in)
subs, pipe wiper seal, drill tool lubricator cross over hammer adapter, pipe wiper seal
– 178 mm (7.0 in)
• DTH 139 mm (5.5 in) pipe diameter – • DTH 139 mm (5.5 in) pipe diameter –
– 194 mm (7.625 in)
Two (2) piece bushing, pipe positioner Two (2) piece bushing, pipe positioner
inserts, sliding deck wrench, cross over inserts, sliding deck wrench, cross over
adapter for hammer, pipe wiper seal adapter for hammer, pipe wiper seal OPERATOR ENVIRONMENT
• DTH 165 mm (6.5 in) pipe diameter – • DTH 165 mm (6.5 in) pipe diameter – • Lighting
Two (2) piece bushing, pipe positioner Two (2) piece bushing, pipe positioner – Standard Light, 1,300 lumens flood
inserts, sliding deck wrench, cross over inserts, sliding deck wrench, cross over light on perimeter, area spot lights have
adapter for hammer, pipe wiper seal adapter for hammer, pipe wiper seal 1,950 lumens
• Dual purpose 127 mm (5.5 in) pipe • DTH 178 mm (7.0) pipe diameter – – Premium Light, 4,200 lumens per flood
diameter – Two (2) piece bushing, pipe Two (2) piece deck bushing, pipe positioner light on perimeter, area spot lights have
positioner inserts, sliding deck wrench insert, sliding deck wrench, cross over 1,950 lumens mast clearance lights and
• Dual purpose 168 mm (6.625 in) pipe hammer adapter, pipe wiper seal cab mounted yellow strobe light and front
diameter – Two (2) piece bushing, pipe • Dual purpose 127 mm (5.5 in) pipe mounted tram beacon
positioner inserts, sliding deck wrench diameter – Two (2) piece bushing, pipe • Cab packages
positioner inserts, sliding deck wrench – Standard configuration includes a fabric
• Dual purpose 168 mm (6.625 in) pipe seat, removable floor mat, single pane
diameter – Two (2) piece bushing, pipe window glass, and wiper for the driller
positioner inserts, sliding deck wrench window
– Premium configuration includes a leather
seat with heat and ventilation, dual pane
window glass, a second removable guard
for front window, a foot rest, wipers for
the driller window plus front and rear
windows
• View hatch
• Hydraulically operated viewing hatch
in drill deck with spotlight
• Decals/Films
– ANSI
– ISO
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MD6250 Factory Options
Factory Options
Options may vary. Consult your Cat dealer for details.
FRAME OPERATOR ENVIRONMENT DRILL PIPE
• Fuel tank expansion of +1609 L (425 gal) • Fold up trainer’s seat with seat belt Standard carousel pipe:
for total of 3218 L (850 gal) (option) • Manometer pressure gauge • 6.09 m (20 ft) pipes for 13.6 m (44.6 ft) Mast –
required for autonomy packages • Window guard Accepts quantity of four (4)
• Fire suppression ready (includes platform • Window shades – Rotary 127 mm (5 in)
on non-drill end to mount bottles, and • Cab roof access system with ladder, cage – Rotary 152 mm (6 in)
frame around power train to mount nozzles) and rails (only available with cascading – Rotary 178 mm (7 in)
• Jib crane ready stairs and cab walkway) – Rotary 193 mm (7.625 in)
• Hole site viewing hatch with light – DTH 139 mm (5.5 in)
MAST • Tool box in deck – DTH 165 mm (6.5 in)
• Overhead winch with remote; variable
• 10.6 m (35 ft) pipes for 11.2 m (36.7 ft) Mast –
speed drive with ≥ 1818 kg (4,000 lb) rating, TECHNOLOGY PRODUCTS Accepts quantity of four (4)
length to reach 6 m (20 ft) past drill deck
• Product Link Elite; satellite, cellular or dual – Rotary 127 mm (5 in)
(option)
• Terrain guidance system hardware – Rotary 152 mm (6 in)
• Tool oiler, 113 L (30 gal) oil injection
system for Rotary Drilling – Rotary 178 mm (7 in)
DUST SUPPRESSION – Rotary 193 mm (7.625 in)
• Thread greaser with reloadable tank
for disposable grease bucket • Dust curtain hydraulic lifters raise front – DTH 139 mm (5.5 in)
and rear dust curtains (recommended with – DTH 165 mm (6.5 in)
dust collector)
SERVICE TOOLS Dual purpose carousel pipe:
• Tram off spray system
• Bushing retention tool – 89 to 152 mm • 6.09 m (20 ft) pipes for 13.6 m (44.6 ft) Mast –
(3.5 to 6.0 in) wrench flats Accepts quantity of two (2)
WORK TOOLS
• Lifting bails (available on request; required – Quantity of two (2) 3 m (10 ft) starter
for commissioning) • Rotary tool lubrication system pipes are included in the drill tool package
• API thread 89 mm (3.5 in) – Rotary and DTH 140 mm (5.5 in)
DRILL BITS, ROTARY TRICONE
• API thread 114 mm (4.5 in) – Rotary and DTH 168 mm (6.625 in)
• Available with Rotary or DTH Dual
• API thread 140 mm (5.5 in) • 10.6 m (35 ft) pipe for 11.2 m (36.7 ft) Mast –
Purpose only
• BECO thread 89 mm (3.5 in) Accepts quantity of two (2)
• Obtain S/M/H codes from the Rock
• BECO thread 101 mm (4.0 in) – Quantity of two (2) 7.6 m (25 ft) starter
Formation to Bit Conversion table
• BECO thread 114 mm (4.5 in) pipes are included in the drill tool package
https://catpublications.com search
• BECO thread 165 mm (6.0 in) for PEXQ1027 – Rotary and DTH 140 mm (5.5 in)
• Ship out plans for each drill configuration – Rotary and DTH 168 mm (6.625 in)
allow for one pallet of bits. Additional
pallets may require an additional truck.
– 171 mm (6.75 in), Option 1, (S2)
– 171 mm (6.75 in), Option 2, (M1)
– 171 mm (6.75 in), Option 3, (M3)
– 200 mm (7.875 in), Option 1, (S2)
– 200 mm (7.875 in), Option 2, (M1)
– 200 mm (7.875 in), Option 3, (M3)
– 229 mm (9.0 in), Option 1, (S3)
– 229 mm (9.0 in), Option 2, (M2)
– 229 mm (9.0 in), Option 3, (H1)
– 251 mm (9.875 in), Option 1, (M1)
– 251 mm (9.875 in), Option 2, (M3)
– 251 mm (9.875 in), Option 3, (H1)
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ROTARY DRILL-SPECIFIC SAFETY
The MD6250 Rotary Drill has several unique safety considerations.
Refer to beginning pages of the MD6250 Rotary Drill Operations and Maintenance
Manual (OMM) M0074452 for comprehensive information on rotary drill safety.
NOISE
Hearing protection is needed when the drill is operated with the Operator's Station
doors and/or windows open for extended periods. Hearing protection may also be
needed if the Operator's Station is not properly maintained.
ELECTRICAL CONTACT
Due to the height of the Mast do not operate in areas where contact between the
Mast and power lines is possible.
DRILL STABILITY
Never tram over areas that could collapse or subside. If tramming on a grade is
required, tram up or down the grade. Do not tram over rough or undulating ground
with the mast raised.
Always ensure leveling jacks are lowered onto solid, stable ground.
20
SAFEty DuRING tHIS cLASS
During this class participants will be on or around the MD6250 several times. In
order to maintain participant's safety please comply with all guidance from your
instructor. Your safety is our highest concern.
PERSONAL PROtEctIVE EQuIPMENt (PPE)
While in the manufacturing area or when on or around the MD6250 PPE is

mandatory at all times. Required PPE consists of bump caps, safety glasses,
steel cap boots, and hearing protection.
Please ask if you have any concerns with using PPE effectively or need PPE
provided for you.
Always remove rings or other jewelry before entering the manufacturing area or
while on or around the MD6250.
tRIP HAZARDS/tHREE POINtS OF cONtAct
While walking on or near the drill be watchful for trip hazards such as hoses, tools,
uneven ground, and while using the Main Access Stairs or Exit Ladders while
boarding or leaving the drill. Always maintain three points of contact when on Exit
Ladders and Main Access Stairs. Avoid carrying heavy loads while boarding or
leaving the drill.
Always ask your instructor if you have any questions about any aspect of safety
while on or around the MD6250.
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BATTERY DISCONNECT BOX
Battery Disconnect Box Components:

• Battery Disconnect Box (1)
• Engine Stop Control Switch (2)
• Drill Remote Control Lockout (3)
• Starter Disconnect Switch (4)
• Battery Disconnect Switch (5)
• Jump Start Receptacle (6)
The Battery Disconnect Box (1) is located on the right side of the drill, on the
underside of the walkway, adjacent to the right front jack.
The Engine Stop Control Switch (2) will stop the engine from ground level. For
more information on the operation of the Engine Stop Control Switch, refer to
Operation and Maintenance Manual M0074452 "Stopping the Engine."
The Drill Remote Control Lockout (3) allows the drill to be locked out from access
by remote control.
The Starter Disconnect Switch (4) (shown in the OFF position) controls electrical
power to the Starter Motor.
• ON Position: To supply power to the starter electrical system, turn the Starter
Disconnect Switch clockwise. The Starter Disconnect Switch must be turned to
the ON position before starting the engine.
• OFF Position: To cut power to the starter electrical system, turn the Starter
Disconnect Switch counterclockwise to the OFF position.
The Battery Disconnect Switch (5) (shown in the OFF position) controls all drill
electrical power.
• ON Position: To supply power to the drill electrical system, turn the Battery
Disconnect Switch clockwise. The Battery Disconnect Switch must be turned
to the ON position before starting the engine.
• OFF Position: To cut power to the drill electrical system, turn the Battery
Disconnect Switch counterclockwise to the OFF position.
Turn both the Starter and Battery Disconnect Switches to the OFF position, remove
the Engine Ignition Key, and perform the required lockout/tagout procedures when
you service the electrical system or other drill components.
The Jump Start Receptacle (6) allows connection to the batteries for jump starting.
23
DUST CURTAIN LIFTERS
The Dust Curtain Lifters (1) (Rear Dust Curtain Lifter shown) are automatically
activated when the operator switches from drill mode to tram mode.
The Dust Curtains can also be raised/lowered from the Left Joystick.
A Front Dust Curtain Lifter is not visible in this image.
Never work or park vehicles within range of the Dust Curtain Lifters unless the drill
has been isolated.
1 5 2
4
3
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E-STOPS (EMERGENCY STOP SWITCHES)
Three E-Stops (Emergency Stop Switches) that can be accessed from ground level
are located around the perimeter of the drill:
• (1) Near the Rear Exit Ladder
• (2) On the left front corner
• (3) Near the Main Access Stairs on the right side of the drill
Three E-Stops are located on the platform level of the drill:

• (4) On the railing near the Air Receiver Tank
• (5) On the platform support near the engine
• (6) Next to the left side Operator's Station door
An E-Stop is also located in the Operator's Station on the Left Console.

25
APPROAcH AND AccESS
If approaching a rotary drill in a production environment assume that the driller is

concentrating on operation of the drill.
Use the site's mandatory communication protocols before approaching the drill.
Once communications have been established with the drill operator make sure to
maintain at least 10 m (30 ft) distance between the drill and vehicles.
After the drill has been isolated, vehicles are best parked on the cab side of the
drill adjacent to the Main Access Stairs. This ensures the vehicle is visible from
the operator's seat.
FRONT CAMERA (1)
LEFT SIDE CAMERA (2)
26
VISIBILIty FROM OPERAtOR'S SEAt
Visibility is restricted when the operator is seated in the normal position.
The shaded areas in the above image provides an approximate visual indication
of the areas of significant restricted visibility. The restricted visibility areas are at
ground level inside a radius of 24 m (78 ft) from the operator on a drill without the
use of optional visual aids.
Optional high resolution, Closed Circuit Television Cameras that improve visibility
may be installed on the front (1) and left side (2). See the diagram above.
For the areas that are not covered by the optional visual aids, job site
organization must be utilized to minimize hazards of this restricted visibility.
For more information regarding job site organization refer to Operation and
Maintenance Manual M0074452 “Visibility Information.”
Note: This image does not provide areas of restricted visibility for distances
outside a radius of 24 m (78 ft).
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27 26 25 24 15 14
21 20
13
28
29
1 2 3 4 5 6 7 8 9 10 11 12
27
TOP VIEW COMPONENTS
• Air Conditioner (1) • Left Front Jack (16)
• Right Rear Jack (2) • Central Lube Tank (17)
• Hydraulic Tank (3) • Hammer Oil Tank (18)
• Main Electrical Cabinet (4) • Left Muffler (19)
• Main Access Stairs (5) • Power Train (20)
• Right Muffler (6) • Mast Raise Cylinders (21)
• Air Receiver Tank (7) • Dust Collector (22)
• Right Front Jack (8) • Left Rear Jack (23)
• Right Cooling Package (9) • Mast (24)
• Mast Rest (10) • DTH Hammer Storage (25)
• Right Front Exit Ladder (11) • In-Floor Tool Box (26)
• Fire Suppression Tank Platform (12) • Left Rear Exit Ladder (27)
• Left Cooling Package (13) • Left Engine Air Filter (28)
• Compressor Air Filters (14) • Right Engine Air Filter (29)
• Air Induction Tube (15)
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14
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6
2 3 4 5
28
LEFT SIDE VIEW COMPONENTS

• Compressor Air Filters (1)
• Water Tank (2)
• Left Front Jack (3)
• Left Rear Jack (4)
• Rear Dust Curtain (5)
• Front Dust Curtain (6)
• Pipe Safety Bar (7)
• Mast (8)
• Dust Collector (9)
• Left Engine Air Filter (10)
• Left Muffler (11)
• Hammer Oil Tank (12)
• Central Lube Tank (13)
• Lower Carousel (14)
• Upper Carousel (15)
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10
12 11
2
3 4 5 6 7 8
29
RIGHT SIDE VIEW COMPONENTS
• Air Conditioner (1)
• Rear Dust Curtain (2)
• Front Dust Curtain (3)
• Right Rear Jack (4)
• Main Electrical Cabinet (5)
• Main Access Stairs (6)
• Battery Disconnect Box (7)
• Front Right Jack (8)
• Right Cooling Package (9)
• Compressor Air Filters (10)
• Air Receiver Tank (High Pressure) (11)
• Right Muffler (12)
• Right Engine Air Filter (13)
• Hydraulic Oil Tank (15)
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3
5
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FRONT VIEW COMPONENTS
• Right Cooling Package (1)
-- Cooling Fan Motor
-- Engine Coolant Radiator
-- ATAAC (Air-To-Air-Aftercooler)
• Left Cooling Package (2)
-- Cooling Fan Motor
-- Hydraulic Oil Cooler
-- Compressor Oil Cooler
• Water Fast Fill Port (3)
• Fuel Fast Fill Port (4)
• Fast Fill Service Center (5)
• Compressor Oil Fill and Drain Port (6)
• Hydraulic Oil Fill Only Port (7)
• Gear Box Oil Fill and Drain Port (8)
• Engine Oil Fill and Drain Port (9)
• Hammer Oil Fill and Drain Port (10)
• Central Lubrication Grease Tank Fill Only Port (11)
MD6250 Rotary Drill

Operator's Station
MODULE 1 - TEXT REFERENCE
SERV2107
SERV2107 - 03/18 -2- Module 1 - Operator's Station
TABLE OF CONTENTS
PURPOSE�� 4
REASON�� 5
MD6250 OPERATOR’S STATION SPECIFICATIONS�� 8
OPERATOR’S STATION - INTRODUCTION�� 9
OPERATOR’S STATION - ISOLATION MOUNTS/MAINTENANCE ITEMS/WINDOW WASHERS
AND WIPERS�� 10
OPERATOR’S STATION - COMPONENTS�� 11
OPERATOR’S SEAT - ADJUSTMENT CONTROLS AND FEATURES��12-13
FRONT AND LEFT CAMERAS (IF EQUIPPED)�� 14
MAST CAMERA (IF EQUIPPED)�� 15
COMBINED CAMERA VIEW�� 16
OPERATOR CONTROLS - HEATING AND AIR CONDITIONING�� 17
OPERATOR CONTROLS -
ADVANCED OPERATOR’S STATION PRESSURIZATION MONITOR��18-19
OPERATOR CONTROLS - PORTS AND MONITORS�� 20
OPERATOR CONTROLS - LEFT CONSOLE�� 21
OPERATOR CONTROLS - LEFT KEYPAD��22-23
OPERATOR CONTROLS - RIGHT CONSOLE�� 24
OPERATOR CONTROLS - RIGHT KEYPAD��25-26
OPERATOR CONTROLS - LEFT JOYSTICK CONTROL PATTERNS��27-29
OPERATOR CONTROLS - RIGHT JOYSTICK CONTROL PATTERNS��30-31
JOYSTICK CONTROL FILM�� 32
OPERATOR CONTROLS - CAT® TERRAIN (IF EQUIPPED)�� 33
COMPANION SEAT (IF EQUIPPED)�� 34
DOOR OPEN SWITCHES�� 35
PURPOSE REVIEW�� 36
REASON REVIEW�� 37
COMPETENCY STATEMENT REVIEW�� 38
LEARNING OUTCOMES REVIEW�� 39
SAFETY BRIEFING
• Storm Shelter
3
PURPOSE
This module is designed to introduce you to the major

strategies of the MD6250 Rotary Drill Operator’s
Station.
4
REASON

Operator’s Station in order to provide effective
customer service, which enhances customer
satisfaction.
5

accurately locate and identify major components, major
service points, and be able to describe the operational
Station during a classroom post-assessment with at
least 80% accuracy.
6
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill

Operator’s Station module, you will be able to:
Operator’s Station components
• Locate and describe the major service points on
the MD6250 Rotary Drill Operator’s Station
employed by the components and systems of the
MD6250 Rotary Drill Operator’s Station
7
Operator Environment Operating System Controls (Standard)

• Cab design: • All electric controls for drilling, tramming, leveling plus
– Spacious FOPS cab has 3 m2 (32.4 ft2) floor space with an auxiliary functions
integrated operator station • Rotary torque control
– Cab rubber shock-mounts absorb mechanical vibration and • Virtual rotary head travel stops
restrict exterior noise • Pipe positioner engaged/disengaged indicator
– Operator station design integrates an ergonomic seat, joystick • Drill depth meter
controls with full instrumentation, and dual 254 mm (10 in) • Drill performance and display system
color displays, high definition screen and 12 volt power port • Pump drive gearbox temperature system
– Additional display screen for cc cameras; color, high-defi nition • Delayed engine shut down
254 mm (10 in) • Filter indicators for hydraulic, fuel, compressor and engine
– Power convertor 24V to 12V • Jack pressure sensors in display
– Radio-ready for communication and entertainment radio • Data logging of machine health with warnings and fault code
– Cab roof access system with ladder, cage and rails records with export capability
– Two swing out doors and Cat keyed locks • Dust suppression control
– Literature holder • Mast lock indicator
• Cab packages: • ECM proportional fan speed control system
– Standard configuration includes a fabric seat, removable floor • Tram interlock, machine stability limits
mat, single pane window glass, and wiper for the driller window • Tram interlock, pipe in hole
– Premium configuration includes a leather seat with heat and • Tram interlock, mast up and locked or down and parked
ventilation, dual pane window glass, a second removable guard • Tram interlock, jack retracted
for front window, a foot rest, wipers for the driller window plus • Tram interlock, winch parked
front and rear windows • Cab environment controls (AC, filter, heat, fan speeds)
• Seating: • Pre wired for Terrain and Autonomous Operation
– Seat swivels, locks and has two point/76 mm (3 in) seat belt,
tilts (5° adjustment), lumbar support, fore/aft seat adjustment Premium Controls
80 mm (3.1 in)
– Fold away trainer’s seat with seat belt (option) • Package 1 Controls, Drills Assist
• Windows: • Auto level (Standard)
– Large windows front, rear and right cab side; full length drill • Auto mast (Standard)
window with guard • Auto drill single pass
– Window shade (option) • Auto retract
– Windshield wipers with a common washer tank
– Manometer Pressure Gauge (option) Automation and Technology
• Lighting:
– LED interior lights and map light at operators seat, backlit • Autonomous ready
joysticks and keypads • Drill depth indicator (Standard)
– Flood lights for the drill perimeter • Drill Assist (auto level, auto retract, auto mast, single pass
– Spot lights for power group area; drill deck; mast carousel; auto drill)
access ladder and walkways • Cat Terrain ready
– Standard lighting is 1,300 lumens flood light on perimeter, • Product Link Elite – Satellite, Cellular, Dual (options)
area spot lights have 1,950 lumens • Wiring for third party interface
– Premium lighting is 4,200 lumens per flood light on perimeter
– Mast clearance lights, cab mounted strobe, front mounted
tram beacon
• HVAC:
– HVAC floor vent in the foot rest area
– Roof-mounted air conditioner/heating/pressurizing unit
– Filter access from deck, 500 service interval
– Defogging HVAC vents on main window
• Cameras:
– Two (2) CC cameras (front and left side) providing 360° vision
coverage from operators seat
– Camera on the mast to view pipe carousel/top drive operation
5
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9
OPERATOR’S STATION - INTRODUCTION
The Operator’s Station is installed on the right rear corner of the platform.
The cabin is Falling Object Protection System (FOPS) rated.
Windows are installed on all sides and in both entry/exit doors to improve visibility.
Heat reflective XIR glass is available as an option.
The deck side window enables a full view of the drilling deck and drilling tools. A
fabricated grille protects the window against dropped drill pipes.
The walls are insulated to significantly reduce heat transfer into the interior and to
reduce noise levels.
The Heating, Ventilation and Air Conditioning (HVAC) unit is roof mounted.
Maintenance of the HVAC system is covered in a later section.
Other roof-mounted components includes GPS antenna, work lights, beacon, etc.
10
OPERATOR’S STATION - ISOLATION MOUNTS/MAINTENANCE ITEMS/
WINDOW WASHERS AND WIPERS
The Operator’s Station is mounted to the Mainframe by four neoprene Isolation

Mounts that reduce noise and vibration.
Isolation Mounts should be checked regularly to ensure they are tight and in good
condition. When loose the operator may complain of a “clunking” noise when
tramming over rough ground.
Other maintenance items relevant to the cabin assembly include lubrication of the
door hinges and latches.
Window wipers and washers are installed on the front, rear and deck windows. The
washers share a common reservoir.
Maintenance of the HVAC unit is covered in the Service Manual.

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OPERATOR’S STATION - COMPONENTS
• Operator’s Seat (1) • Drill System Monitors (7)

• Left Console (2) • Cat® Terrain Monitor (Optional) (8)
• Left Keypad (3) • Heating and A/C Controls (9)
• Right Console (4) • Front Console (10)
• Right Keypad (5) • Camera Monitor (11)
• Joysticks (6) • Companion Seat (12)
The Operator’s Seat, Left Console, Left Keypad, Right Console, Right Keypad,
Joysticks, Drill System Monitors, and Cat Terrain Monitor (If Equipped) rotate 180
degrees as a single unit.
Heating and Air Conditioning Controls (9): Located on the Front Console.
Front Console (10): Located on the front wall of the Operator’s Station.
Camera Monitor (9): Mounted to the left front Operator’s Station A-Pillar.
Companion seat (10): Located in the right rear corner of the Operator’s Station.

DELUXE
BASIC
1 8
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OPERATOR’S SEAT - ADJUSTMENT CONTROLS AND FEATURES
Operator’s Seat Adjustment Controls and Features:

• Seat Back Angle Adjustment Lever (1)
• Fore and Aft Position Adjustment Lever (2)
• Ride Adjustment Lever (3)
• Seat Height Adjustment Switch (4)
• Seat Height Adjustment Knob (5)
• Lumbar Support Adjustment Switch (6)
• Lumbar Support Adjustment Knob (7)
• Ventilated Seat Fan/Heated Seat Switch (8)
• Heated Seat High/Low Switch (9)
Depending on the type of Operator’s Seat installed some functions and/or

adjustments may be manually or electrically controlled, in different locations, or not
available.
Seat Back Angle Adjustment Lever (1): Pull upward and hold the Seat Back
Angle Adjustment Lever. Lean forward to decrease the angle between the seat and
seat back or lean backward into the seat back to increase the angle between the
seat and seat back. Release the lever at the desired position.
Fore and Aft Position Adjustment Lever (2): Pull upward and hold the Fore and
Aft Position Adjustment Lever. Move the seat in the desired direction. Release the
lever at the desired position.
Ride Adjustment Lever (Deluxe Seat Only) (3): Push down and release the Ride
Adjustment Lever to increase the stiffness of the ride. Repeat until the desired ride
stiffness is achieved. Pull up and hold the lever to decrease the stiffness of the ride.
Release the lever when desired ride stiffness is achieved.
Seat Height Adjustment Switch (Deluxe Seat Only) (4): Press and hold the left
side of the switch to raise the seat or press and hold the right side of the switch
to lower the seat. Release the switch at the desired level. The Engine Key Start
Switch must be turned to the ON position or the engine must be running to adjust
the height of the seat using the Seat Height Adjustment Switch.
Seat Height Adjustment Knob (Basic Seat Only) (5): To raise the seat height
pull and hold the Seat Height Adjustment Knob outward. Lift slightly from the sitting
position to allow the seat to move upward. Release the knob to lock the height of
the seat. To lower the seat height raise slightly from the sitting position then pull
and hold the knob outward. Keep the knob pulled outward and return to the sitting
position to lower the desired seat height. Release the knob to lock in the desired
height of the seat.
Lumbar Support Adjustment Switch (Deluxe Seat Only) (6): Press and hold
the upper side of the Lumbar Support Adjustment Switch to increase the amount
of lumbar support. Release the switch when the desired amount lumbar support is
achieved. Press and hold the lower side of the switch to decrease the amount of
lumbar support. Release the switch when the desired amount of lumbar support is
achieved.
Lumbar Support Adjustment Knob (Basic Seat Only) (7): Turn the Lumbar
Support Adjustment Knob clockwise or counterclockwise to increase or decrease
the amount of lumbar support.
Ventilated Seat Fan/Heated Seat Switch (8): Press the left side of the switch to
activate the Ventilated Seat Fan. Press the right side of the switch to turn on the
Heated Seat Heating Elements.
Heated Seat High/Low Switch (9): Press the switch DOWN to bring the seat
heating elements to their LOW heat setting. Press the switch UP to bring the seat
heating elements to their HIGH heat setting. Center position is OFF.
• DOWN = Low Heat
• CENTER = Off
• UP = High Heat
2
3
FRONT LEFT
6
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FRONT AND LEFT CAMERAS (IF EQUIPPED)
The Front and Left Cameras are part of a closed circuit television system that
is designed to provide supplementary external views to the operator during drill
operation and to improve areas of limited or no view around the drill.
If equipped, the Camera Monitor (1) is located in the Operator’s Station on the
A-Pillar above the level of the Drill System Monitors.
• Front Camera (2): Mounted with the Horns on the front of the Mainframe
• Left Camera (3): Mounted on a bracket attached to the left side of the
Mainframe above the Left Rear E-Stop
Note: The Front or Left Camera systems have been set up by the factory
or by a Cat Dealer to provide views which comply with specific guidelines.
Consult your Cat Dealer before any Camera adjustments are made.
Prior to operating the drill, ensure that the Camera lenses and the Camera Monitor
are clean.
The front view (4) from the Front Camera is shown on the left side of the Camera
Monitor. The left view (5) from the Left Camera is shown on the right side of the
Camera Monitor.
Pressing the Camera Selection Switch (6) changes the Camera(s) displayed. Press
the button until the desired view is displayed.
15
MAST CAMERA (IF EQUIPPED)
The Mast Camera is part of a closed circuit television system that is designed to
provide supplementary external views to the operator during drill operation and to
improve areas of limited or no view around the drill.
If equipped, the Camera Monitor is located in the Operator’s Station on the A-Pillar
above the level of the Drill System Monitors.
• Mast Camera (1): Mounted to the right side of the Mast at the level of the top
of the Upper Carousel Pipe Retainer
• Carousel View (2): Shown when drill pipe handling is in progress
Note: The Mast Camera systems have been set up by the factory or by a
Cat Dealer to provide views which comply with specific guidelines. Consult
your Cat Dealer before any Camera adjustments are made.
Prior to operating the drill, ensure that the Camera lenses and the Camera Monitor
are clean.
Note: Do not use abrasive cleaners to clean Camera lenses or the Camera
Monitor.
16
COMBINED CAMERA VIEW
A combined camera view from the Front, Left, Mast, and an Auxiliary Camera (if
equipped) is displayed on the Camera Monitor when the machine is in PARK or
DRILL mode.
1 2 3
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OPERATOR CONTROLS - HEATING AND AIR CONDITIONING
Heater and Air Conditioner Control Components:

• Fan Speed Switch (1)
• Temperature Control Knob (2)
• A/C Switch (3)
The Heater and Air Conditioner heats or cools the cabin to provide comfortable
conditions for the operator and also defogs and defrosts the windows.
Fan Speed Switch (1): Controls the speed of the four-speed Blower Fan Motor.
Temperature Control Knob (2): Turning the knob anywhere between the blue area
(cooling) and the red area (heating) changes the amount of heating or cooling
delivered to the Operator’s Station.
A/C Switch (3): Depress the top of the switch to activate the Air Conditioning
System. Then use the Fan Speed Switch and Temperature Control Knob to provide
the desired conditions.
For defogging or defrosting functions activate the Air Conditioning System by

pressing the top of the A/C Switch (3). Adjust the Temperature Control Knob (2)
to a level where fogging or frost is removed from the windows and to where the
temperature is comfortable. Select a fan speed that is adequate to remove the
fogging from the windows.
This process can also be used to proactively prevent fogging from building up on
the Operator’s Station windows.
To defrost the Operator’s Station windows adjust the Temperature Control to a

level where enough heat is provided to remove frost on the windows and maintains
a comfortable temperature in the Operator’s Station. Select a fan speed that is
adequate to remove the frost from the windows.
This process can also be used to proactively prevent frost from forming on the
Operator’s Station windows.
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OPERATOR CONTROLS - ADVANCED OPERATOR’S STATION
PRESSURIZATION MONITOR
Advanced Operator’s Station Pressurization is standard on all MD6250 Rotary

Drills and monitors the Operator’s Station pressurization.
Advance Operator’s Station Monitor System Components:

• Alert Indicator Light (1): Illuminates when Operator’s Station internal
pressure drops below 100 kPa (14.5 psi) for 10 seconds. The Alert Indicator
Light turns off when the Operator’s Station internal pressure returns to desired
pressurization or when drill power is cycled ON/OFF.
• Number Display (2): Displays real-time Operator’s Station internal pressure in
kPa.
• Silence Alarm Button (3): A warning alarm sounds when Operator’s Station
internal pressure drops below 100 kPa (14.5 psi) for 10 seconds. Press the
Silence Alarm button to turn off the alarm. This Silence Alarm Button does not
turn off the Alert Indicator Light.
Advance Operator’s Station Pressurization Operation:

1. Close both Operator’s Station doors and start the engine.
Note: The Operator’s Station will be pressurized and the Operator’s Station
Filtration System Light with be illuminated. The Operator’s Station Filtration
System Light is on the back of the Operator’s Station.
Note: Due to the thickness of door seals in this system Operator’s Station
doors may require more force to close than Operator’s Station doors
without this system.
2. Check Operator’s Station Pressure Monitor in the Operator’s Station. If the
internal pressure is not between the pre-set thresholds, increase the internal
pressure by rotating the Fan Speed Switch clockwise to increase fan speed.
3. If the Operator’s Station pressure drops below the pre-set threshold, a warning
alarm will sound. Increase the fan speed to increase the pressure in the
Operator’s Station. If the threshold is not achieved at the highest fan speed,
inspect Operator’s Station door and window seals for damage or wear and
replace the Operator’s Station Air Filter Element.
Note: When the Operator’s Station doors are open and/or the Engine Start
Key Switch is in the OFF position, pressurization of the Operator’s Station
will be deactivated and Operator’s Station Filtration System Light will be off.
Calibration and System Reboot/Reset
The Operator’s Station Pressure Monitor system is calibrated at the factory.

However, drift may occur due to shipping and/or extreme ambient temperature
changes. The calibration procedure can be performed as often as necessary.
Leave Operator’s Station doors open during the calibration procedure.
System Reboot/Reset Procedure
The Operator’s Station Pressure Monitor System is a computer controlled

monitoring system. The system automatically reboots each time the power is
cycled OFF and ON.
A manual reboot can be done at anytime by holding the Silence Alarm Button for
six seconds. While depressing the Silence Alarm Button, the Display initially goes
blank and then displays “RES” for reset. Release Silence Alarm Button when “RES”
is displayed. The Display will count down and return to normal operation.
2
3
21
OPERATOR CONTROLS - PORTS AND MONITORS
CatET Service Port (1): Located on the left side of the Front Console. The
CatET Service Port allows service personnel to connect a laptop computer that is
equipped with CatET to diagnose drill and engine systems. Remove screw-on cap
before using port.
Note: A second CatET Service Port is located in the Main Electrical Box.
12V Power Supply (If Equipped) (2): Supplies power for auxiliary uses. Lift the
Dust Cap before using the port.
USB Port (If Equipped) (3): Is used to charge 5V USB devices. Lift the Dust Cap
before using the port.
Note: This port only provides a power source for charging devices and
does not provide any data communication with the drill.
Drill system Monitors (4): Mounted to the right console and displays drill
operating information and monitor-based controls.
Camera Monitor (5): Mounted to the cab pillar and displays the views from
installed Cameras located on the front, left, or Mast of the drill.
1
2 4
22
OPERATOR CONTROLS - LEFT CONSOLE
Left Console Components:

• E-Stop Switch (1)
• Pull-down Force Potentiometer (2)
• Left Keypad (3)
• Left Joystick (4)
E-Stop Switch (1): Quickly shuts down the drill in the event of an emergency.
Pull-Down Force Potentiometer (2): Controls the hydraulic pressure for both
drill lock and manual pull-down to increase or decrease the force on the drill bit.
Turn the Pull-Down Force Potentiometer clockwise to increase pressure and
counterclockwise to decrease pressure.
Left Keypad (3): Will be discussed in the following pages.
Left Joystick (4): Will be discussed in the following pages.

11 1
2
10
3
9
8 4
6 5
23
OPERATOR CONTROLS - LEFT KEYPAD
Left Keypad Buttons:

• Compressor Air Pressure Select (1) (HP rigs only)
• Spiral Valve Volume Control (2)
• Hammer Oiler (3) (HP rigs only)
• Track Spray (4) (Optional)
• Auxiliary switch 2 (5) Facilitates installation of an auxiliary function
• Auxiliary switch 1 (6) Facilitates installation of an auxiliary function
• Winch Lock (7)
• Hydraulically Operated Bit Basket (HOBB) (9)
• Foam Injection (10)
Compressor Air Pressure Select Button (1): On drills installed with high pressure
compressors this button switches between Low/Medium/High pressure. Press and
release the button once for low pressure air, repeat to select medium pressure,
repeat again to select high pressure. Repeat to select medium or low.
On 350 psi compressors low is set at 210 psi, medium at 280 psi, high at 350 psi.
On 500 psi compressors low is set at 210 psi, medium at 350 psi, high at 500 psi.
One of three LEDs to the right of the button will illuminate to indicate the
Compressor pressure setting:
• Low Pressure (Bottom LED)
• Medium Pressure (Middle LED)
• High Pressure (Top LED)
spiral Valve Control Button (2): Reduces Compressor air flow (CFM) by a
percentage. Adjusted manually by the pressure regulator in the Control Box.
Hammer Oiler Button (3): Energizes the solenoid allowing oil to flow to the drill
bit. Press and release the button to activate. Press and release again to deactivate.
The LED will illuminate indicating when hammer oil is available. Hammer oil flow
rates can be configured on the Drill System Monitor.
track spray Button (4): Activates the track spray. Press and release the button
to spray the tracks. Press the button again to stop the track spray. The LED will
illuminate indicating when track spray is active. Will be configured on the Drill
System Monitor.
Auxiliary 2 Button (5): Accommodates the use of an auxiliary function.
Auxiliary 1 Button (6): Accommodates the use of an auxiliary function.
Winch Lock Button (7): Allows the Winch function. Press and release the button
to override the Winch lockout. Press and release the button again to activate the
lockout. The LED will illuminate indicating when the override is active.
pipe safety Bar Button (8): Controls the position of the Pipe Safety Bar (if fitted.)
The Pipe Safety Bar reduces the possibility of a drill pipe from falling out of the
mast during pipe changing operations. If the Pipe Safety Bar is in the UP position
press and release the button to lower the Pipe Safety Bar. If the Pipe Safety Bar
is in the DOWN position press and release the button to raise the Pipe Safety Bar.
The LED will illuminate indicating when the function is active. When the Safety Bar
is not in the DOWN position hoist/pulldown and rotation will be interlocked.
Hydraulically Operated Bit Basket (HOBB) Button (9): The HOBB is used to
hold the drill bit while being screwed on and off the bit sub during rotary drilling.
When hammer drilling the hammer bit fits into the bit basket to enable unscrewing
of the hammer barrel. Press and release the button to move the HOBB from the
PARK into the ENGAGE position. Press and release the button again to retract the
HOBB from ENGAGE position to the PARK position. When the HOBB is not in the
PARK position pulldown pressure is reduced to avoid damage to the HOBB.
Foam Injection Button (10): Activates foam injection. Press and release the
button to start foam injection. Press and release the button again to stop foam
injection. The LED will illuminate indicating when foam injection is active. Volume
control can be adjusted using the configuration screen on the Monitor.
Dust Collector Button (11): Used to activate the Dust Collector. Press and release
the button to turn the Dust Collector ON. Press and release the button again to turn
the Dust Collector OFF. The LED will illuminate indicating when the Dust Collector
is active.
1
2
4
3
25
OPERATOR CONTROLS - RIGHT CONSOLE
Right Console Components:

• Engine Key Start Switch (1)
• Torque Limit Potentiometer (2)
• Right Keypad (3)
• Right Joystick (4)
Engine Key Start Switch (1): Turn the Engine Key Start Switch to the ON position.
Turn and hold the key past the ON position and hold until the engine starts. Turn
the Engine Key Start Switch to the OFF position to stop the engine.
Note: The engine will delay completely shutting down immediately after
the Engine Key Start Switch in turned to the OFF position. Delayed engine
shutdown aids in the cooling of engine components.
Torque Limit Potentiometer (2): Limits the rotational pressure in the forward
direction for drilling but does not affect reverse rotation. This is to prevent over
tightening of the drill string joints when drilling. Turn the Torque Limit Potentiometer
clockwise to increase rotational pressure and counterclockwise to decrease
rotational pressure.
Right Keypad (3): Will be discussed in the following pages.
Right Joystick (4): Will be discussed in the following pages.

14 1
13 2
12
3
11
4
10
5
9
6
8
7
26
OPERATOR CONTROLS - RIGHT KEYPAD
Right Keypad Buttons:

• Manual/Auto Modes (1)
• Engine Speed (2)
• Main Lights (3)
• Work Lights (4)
• Dome Lights (5)
• Main Access Stairs Light (6)
• Main Access Stairs Raise/Lower (7) (Optional)
• Rear Washer and Wiper (8)
• Front Washer and Wiper (9)
• Left Side Washer and Wiper (10)
• Tram Mode (11)
• Park Mode (12)
• Drill Mode (13)
• Horn (14)
Manual/Auto Modes Button (1): Press and release the Manual/Auto Mode Button:
All three LEDs will illuminate to indicated Auto Mode is engaged and:
Step 1: The drill will Auto Level. When Auto Level is complete Step 2 will begin.
Step 2: The drill will Auto Mast (raise or lower the Mast to go to the set Mast angle)
and engage the Mast Lock Pins. When Auto Mast is complete Step 3 will begin.
Step 3: If Drill Assist is installed drilling will begin
Note: Additional functionality may be added to this button. Engine speed Button (2)
Controls engine speed. Press and release the button to switch from low (700 rpm)
to medium (1,400 rpm), and again for high (1,800 rpm). Press and release to switch
down from high to medium rpm, and again for low.
One of three LEDs to the left of the button will illuminate to indicate the engine
speed:
• Low Speed (Bottom LED)
• Medium Speed (Middle LED)
• High Speed (Top LED)
Main Lights Button (3): Activates the Main Lights. Press and release the button
to turn Main Lights ON. Press and release the button again to turn the Main Lights
OFF. The LED will illuminate indicating when the Main Lights are ON.
Work Lights Button (4): Activates the Work Lights. Press and release the button
to turn Work Lights ON. Press and release the button again to turn the Work Lights
OFF. The LED will illuminate indicating when the Work Lights are ON.
Dome Lights Button (5): Activates the Dome Lights above each Operator’s
Station door. Press and release the button to turn Dome Lights ON. Press
and release the button again to turn Dome Lights OFF. The LED will illuminate
indicating Dome Lights are ON.
Main Access Stairs Light Button (6): Activates the Main Access Stairs Light.
Push and release the button to turn the Main Access Stairs Light ON. Press and
release the button again to turn the Main Access Stairs Light OFF. The LED will
illuminate indicating the Main Access Stairs Light is ON.
Note: When the drill is shutdown the Main Access Stairs Light will remain
ON to allow time for the operator to exit the drill. A timer will automatically
turn the Main Access Stairs Light OFF after a pre-set amount of time.
Main Access Stairs Raise/Lower Button (7): Raises (stows) or lowers the Main
Access Stairs. If the Main Access Stairs are down press and hold the button.
After 5 seconds the Main Access Stairs will start to raise. The button must remain
pressed until the Main Access Stairs are fully stowed. If the Main Access Stairs is
in the raised position press and hold the button. After 5 seconds the Main Access
Stairs begin to lower. The button must remain pressed until the Main Access Stairs
are fully lowered. One of two LEDs to the left of the button is illuminated to indicate
the direction of Main Access Stairs movement.

• Up (Upper LED)
• Down (Lower LED)
Note: An audible alarm sounds as the Main Access Stairs are lowering.
Rear Washer and Wiper Button (8): Activates the Rear Window Washer and
Wiper. Press and release the button to turn the Rear Wipers ON. Press and release
the button to turn the Rear Wipers OFF. The LED will illuminate indicating the Rear
Wiper is ON. Press and hold the button to dispense washer fluid.
Front Washer and Wiper Button (9): Activates the Front Window Washer and
Wiper. The LED will illuminate indicating the Front Wiper is ON.
Left Side Washer and Wiper Button (10): Activates the Left Side Window Washer
and Wiper. The LED will illuminate indicating the Left Side Wiper is ON.
Tram Mode Button (11): Engages the Tram Control System. Press and release
this button to activate the Tram Control System. The LED will illuminate indicating
Tram Mode is active.
Note: Always have the drill set to PARK mode (see next entry) when not
tramming or drilling.
Park Mode Button (12): Activates Park Mode. Press and release this button to
activate Park Mode. The LED will illuminate indicating when Park Mode is active.
Drill Mode Button (13): Engages Drill mode. Press and release the button again to
activate Drill Mode. The LED will illuminate indicating when Drill Mode is active.
Horn Button (14): Activates the Front Horns. Press and hold the button to sound
the Horn. The Horn will sound until the button is released.
Note: Horns are electrically driven on the MD6250.

2 3 UP
4
1 5 CENTERED
A
6 7 DOWN
D B
C
Left Joystick Patterns
Drill Mode 1 Drill Mode 2 Drill Mode 3
Joystick Control Tram Mode Button ON
(Trigger CENTERED) (Trigger DOWN) (Trigger UP)
A Joystick FORWARD Left Track FORWARD Carousel PARK Winch IN No Function

B Joystick RIGHT No Function Carousel INDEX CCW No Function No Function
C Joystick BACK Left Track REVERSE Carousel LOAD Winch OUT No Function
D Joystick LEFT No Function Carousel INDEX CW No Function No Function
1 Left Thumb Roller Left Rear Jack UP/DOWN HOBO SWING IN/OUT No Function Left Rear Jack UP/DOWN
2 Top Left Button Dust Curtain RAISE Pipe Positioner PARK Auto Pipe CHANGE Dust Curtain RAISE
3 Top Middle Button Dust Curtain LOWER Pipe Positioner ENGAGE Auto Mast RAISE/LOWER Dust Curtain LOWER
4 Top Right Button No Function Carousel LOCK/UNLOCK Auto Mast STOW No Function
5 Right Thumb Roller Front Jacks UP/DOWN HOBO CLAMP/ROTATE Hole Depth SET Front Jacks UP/DOWN
6 Bottom Left Button No Function Deck Wrench PARK No Function No Function
7 Bottom Right Button Tram Speed Deck Wrench ENGAGE Depth RESET No Function
29
OPERATOR CONTROLS - LEFT JOYSTICK CONTROL PATTERNS
The Left Joystick has five buttons, two thumb rollers, a three position trigger (UP/
CENTERED/DOWN), and LEFT/RIGHT/FORWARD/BACK directional controls.
The table above shows the button, thumb rollers, triggers, and directional control
combinations. The Tram Mode Button located on the right keypad also contributes
additional functionality to the Joysticks.
The functions of the Left Joystick:
Tram Mode Button ON:

• Left Track FORWARD: Moves Left Track forward
• Left Track REVERSE: Moves Left Track in reverse
• Left Rear Jack UP/DOWN: Raises and lowers the Left Rear Jack
• Dust Curtain RAISE: Raises the Dust Curtain
• Dust Curtain LOWER: Lowers the Dust Curtain
• Front Jacks UP/DOWN: Raises and lowers the Front Jacks together
• Tram Speed: Increases or decreases the tramming speed
Drill Mode 1 (Trigger Centered)

• Carousel PARK: Moves the Carousel into the PARK position
• Carousel INDEX CCW: Rotates the Carousel one position CCW
• Carousel LOAD: Moves the Carousel into the LOAD position
• Carousel INDEX CW: Rotates the Carousel one position CW
• HOBO SWING IN/OUT:
-- Rolling up on the left thumb roller moves the HOBO into the PARKED
position
-- Rolling down on the left thumb roller moves the HOBO into the READY
position
• Pipe Positioner PARK: Moves the Pipe Positioner into the PARK position
• Pipe Positioner ENGAGE: Lowers the Pipe Positioner Rollers against the drill
pipe
• Carousel LOCK/UNLOCK: Retracts the Carousel Locking Pin
• HOBO CLAMP/ROTATE:
-- Rolling up on the right thumb roller opens the HOBO jaw
-- Rolling down on the right thumb roller closes the HOBO jaw on the drill pipe
and rotates for breakout
• Deck Wrench PARK: Moves the Deck Wrench into the PARK position
• Deck Wrench ENGAGE: Moves the Deck Wrench to engage the spanner flats
of the drill pipe or sub
Drill Mode 2 (Trigger Down)

• Winch IN: Raises the Winch cable
• Winch OUT: Lowers the Winch cable
• Auto Pipe CHANGE: Automatically adds or removes drill pipes
• Auto Mast RAISE/LOWER: Unlocks the Mast Lock Pins and raises or lowers
the Mast to the angle preset in the Drill System Display. Once the Mast has
reached preset angle the Mast Lock Pins engage.
• Auto Mast STOW: Unlocks the Mast Lock Pins and lowers the Mast to the
parked position
• Hole Depth SET: Adjusts the target hole depth
• Depth RESET: Resets the hole depth
Drill Mode 3 (Trigger Up)

• Left Rear Jack UP/DOWN: Raises and lowers the Rear Left Jack
• Dust Curtains RAISE: Raises the Dust Curtains
• Dust Curtains LOWER: Lowers the Dust Curtains
• Front Jacks UP/DOWN: Raises and lowers the Front Jacks together
4 5 UP
3
2 CENTERED
1 A
6 7
D B DOWN
C
Right Joystick Patterns
Joystick Control Tram Mode Button ON
(Trigger CENTERED) (Trigger DOWN) (Trigger UP)
A Joystick FORWARD Right Track FORWARD Hoist Mast LOWER No Function

B Joystick RIGHT No Function Rotation CCW Mast UNLOCK No Function
C Joystick BACK Right Track REVERSE Pulldown Mast RAISE No Function
D Joystick LEFT No Function Rotation CW Mast LOCK No Function
1 Left Thumb Roller All Jacks UP/DOWN Air ON/OFF No Function All Jacks UP/DOWN
2 Right Thumb Roller Right Rear Jack UP/DOWN Water Volume +/- No Function Right Rear Jack UP/DOWN
3 Top Left Button No Function Thread Greaser ACTUATE No Function No Function
4 Top Middle Button No Function Feed Override No Function No Function
5 Top Right Button View Hatch OPEN/CLOSE View Hatch OPEN/CLOSE View Hatch OPEN/CLOSE View Hatch OPEN/CLOSE
6 Bottom Left Button Jacks Auto Level Drill LOCK No Function Jacks Auto Level
7 Bottom Right Button Jacks Auto Retract Water ON/OFF No Function Jacks Auto Retract
31
OPERATOR CONTROLS - RIGHT JOYSTICK CONTROL PATTERNS
The Right Joystick has five buttons, two thumb rollers, a three position trigger (UP/
CENTERED/DOWN), and LEFT/RIGHT/FORWARD/BACK directional controls.
The table above shows the button, thumb rollers, triggers, and directional control
combinations. The Tram Mode Button located on the right keypad also contributes
additional functionality to the Joysticks.
The functions of the Left Joystick:
Tram Mode Button ON:
The Right Joystick has seven buttons plus left/right/forward/backward.

• Right Track FORWARD: Moves the right track forward
• Right Track REVERSE: Moves the right track in reverse
• All Jacks UP/DOWN: Raises and lowers all jacks together
• Right Rear Jack UP/DOWN: Raises and lowers rear right jack
• View Hatch OPEN/CLOSE: Opens and closes the Drilling View Hatch
• Jacks Auto Level: Activates jack auto level
• Jacks Auto Retract: Activates jack auto retract
Drill Mode 1 (Trigger Centered)

• Hoist: Raises the Rotary Head
• Rotation CCW: Rotates the drill string counterclockwise
• pulldown: Lowers the Rotary Head
• Rotate CW: Rotates the drill string clockwise
• Air ON/OFF: Activates and deactivates the Compressor
• Water Volume +/-: Increases or decreases water flow to the water spray
system
• thread Greaser ACtUAtE: Greases the threads of the drill pipe
• Feed Override: Press and hold activates max pull-down speed.
• View Hatch OpEN/CLOsE: Opens and closes the Drilling View Hatch
• Drill LOCK: Locks in desired feed pressure and rotation speed
• Water ON/OFF: Activates and deactivates water spray system
Drill Mode 2 (Trigger Down)

• Mast LOWER: Lowers the Mast
• Mast UNLOCK: Retracts the Mast Lock Pins
• Mast RAISE: Raises the Mast
• Mast LOCK: Extends the Mast Lock Pins
Drill Mode 3 (Trigger Up)

• All Jacks UP/DOWN: Raises and lowers all jacks together
• Right Rear Jack UP/DOWN: Raises and lowers right rear jack
• Jacks Auto Level: Activates Jack Auto Level
• Jacks Auto Retract: Activates Jack Auto Retract
JOYSTICK CONTROL FILM
33
3 2
34
OPERATOR CONTROLS - CAT® TERRAIN (IF EQUIPPED)
Cat Terrain uses satellite guidance that directs accurate execution of drill patterns
ensuring precise hole locations, angles, and depths. Cat Terrain also records
stratification information and enables remote monitoring of drilling activities.
Cat Terrain components:

• Terrain Monitor (1): Mounted to the Left Console of the Operator’s Seat
• Terrain ECM (2): Located at the left top of the Front Console
• Satellite Receivers (3): Mounted on a pair of Masts located on top of the Left
and Right Cooling Packages at the front of the drill
35
COMPANION SEAT (IF EQUIPPED)
The Companion Seat (arrow) (if equipped) is located behind and to the left of the
Operator’s Seat.
1
1
36
DOOR OpEN sWItCHEs
Door Open Switches (1) are installed at the upper right corners of each of the
Operator’s Station doors.
If Using an automatic function and or Drill lock, If the operator is out of the seat
and the Doors are Opened all hydraulics are stopped.
To Reset:
• Sit Down
• Shut door
• Re-engage Function
PURPOSE REVIEW
This module was designed to introduce you to

the major components, major service points, and
Operator’s Station.
37
REASON REVIEW
This training was necessary for you to gain knowledge

Operator’s Station in order to provide effective
satisfaction.
38
COMPETENCY STATEMENT REVIEW
You have demonstrated that you are able to accurately

locate and identify major components, major service
points, and are able to describe the operational
Station during a classroom post-assessment with at
least 80% accuracy.
39
LEARNING OUTCOMES REVIEW
You are able to:

Operator’s Station components
• Locate and describe the major MD6250 Rotary Drill
Operator’s Station service points
• Describe the operational strategies employed by
the components and systems of the major MD6250
Rotary Drill Operator’s Station
40
MD6250 Rotary Drill

MONITOR
SERV2107
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SAFETY BRIEFING
• Storm Shelter
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PURPOSE

strategies of the MD6250 Rotary Drill Monitor.
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REASON

Monitor in order to provide effective customer service,
which enhances customer satisfaction.
7
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strategies of the MD6250 Rotary Drill Monitor during
a classroom post-assessment with at least 80%
accuracy.
8
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LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Monitor

module, you will be able to:
Monitor components
Monitor service points
MD6250 Rotary Drill Monitor
9
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10
MONITOR CARE
Activation
The Monitor touch screens can be activated using clean, dry finger or a suitable
touch screen stylus. Inappropriate operation of the Monitors, such as touching the
screen with sharp objects like screwdrivers, will irreparably damage the Monitor
screen.
Cleaning
The housing of the Monitor is best cleaned with a damp cloth. Do not use
compressed air, high-pressure cleaners, or a vacuum cleaner as these can
damage the surface. Using a high-pressure cleaner poses the additional risk of
water entering the device and damaging the electronics or display.
Clean the touch screen with a clean, damp, non-scratching towel, and a mild dish
washing detergent. It is recommended to apply the dish washing detergent to the
towel rather than directly onto the surface of the touch screen.
Note: Do not use cleaning agents that contain ammonia or sulphur

Note: Do not use scouring cleaners as these can scratch the touch screen
-11-
3
1
11
MONITORS - INTRODUCTION
Four Monitors may be located in the Operator’s Station.

• Drill System Monitors (1)
• Camera Monitor (2)
• Cat® Terrain Monitor (If Equipped) (3)
The Drill System Monitors show information about the function(s) being used and
allows control of several operational parameters.
The right Drill System Monitor is the primary Monitor.
Monitors are installed on pedestal mounts that allows positioning adjustments.
The Camera Monitor is mounted on the left front A-Pillar of Operator’s Station. The
Camera Monitor can display multiple camera views simultaneously, providing real-
time visibility of the exterior working environment from the Operator’s Station. See
the Operator’s Station Module for Camera information.
-12-
12
LOGIN SCREEN
When the battery isolator is switched to "ON" and the ignition switched to "ON" all
of the ECM's and monitors should power up.
The main Drilll System Monitor shows the login screen. Until programmed no input
is required to start the engine and operate the machine.
If CatET and ethernet is connected it is possible to login to the screen, and the
screen will be displayed on your laptop, and a screen configuration.
Other machine configurations and parameters are also accessed through CatET.
-13-
1
4
2
13
MAIN SCREEN
The Main Screen is displayed after user login.
The Main Screen is divided into the following sections:

• Diagnostics and Events (1)
• Main Screen (2)
• Machine Info (3)
• Interlocks (4)
Diagnostics and Events (1) are displayed in a band across the top of the Main
Screen.
The Main Screen (2) section displays Engine Speed in rpm.
The Machine Info (3) section displays information that changes based on the
current operational state of the drill.
The Interlocks (4) section displays a series of icons for different drill systems or
processes. The Interlock icons are active when they are displayed in red and in
green when inactive. Unavailable functions are displayed in black and white.
-14-
1
14
MAIN SCREEN - MENU SOFT KEY
At the bottom left of the Main Screen is the Menu Soft Key (1)
Touching the Menu Soft Key displays the follows menus:

• User Preferences (2)
• Operation Settings (3)
• Configuration & Calibration (4)
• Product Information (5)
• Logout/Change User (6)
Each menu will be discussed individually.

-15-
15
USER PREFERENCES MENU - LANGUAGE AND UNItS
Touching User Preferences on the Menu Soft Key displays two preferences
that can be modified by the user:
• Language (1)
• Units (2)
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3
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16
USER PREFERENCES MENU - LANGUAGE MENU
Touching Language in the User Preferences Menu displays Monitor language

choices.
Touch the Language Dropdown (1) to display available language choices:

• English (Default) (2)
• French (3)
• Spanish (4)
• Portugese (5)
Touch the preferred language to set Monitor language.
Touch the Back Arrow (4) to lock in the language choice and to return to the User
Preferences Menu.
Russian will be the next language added, scheduled for mid 2019.
-17-
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17
USER PREFERENCES MENU - UNITS MENU
Touching Units in the User Preferences Menu displays Monitor unit choices.
Touch the Units Dropdown (1) to display available unit choices:

• Metric (2)
• Imperial (3)
• Imperial (Survey) (4)
Note: The International foot is defined to be equal to exactly 0.3048
meters.  The United States survey foot is defined as 0.304800609601
meters. Out of the 50 states, 24 have legislated that surveying measures
should be based on the U.S. survey foot, 8 have legislated that they be
made on the basis of the international foot, and 18 have not specified.
Touch the preferred measurement to set Metric or Imperial measurement.
Touch the Back Arrow (5) to lock in and return to the User Preferences menu.
Screen Brightness adjustment is also found in the User Preferences menu.

-18-
2
1
3
18
OPERAtOR SEttINGS MENU
Touching Operation Settings (1) displays Operational Settings that can be

modified by the user.
• Hold Back Settings (2)
• Tool Oil Injection Settings (3)
• Auto Lube Settings (4)
• Auto Drill Settings (5)
• Air Compressor Flow Settings (6)
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19
OPERAtION SEttINGS MENU - HOLD BACK SEttINGS
Hold Back is a method of slowing down the drilling penetration rate if soft ground
is encountered. This function is not designed to slow production drilling rates,
but to protect against the Down-the-Hole Hammer bogging. Hold Back will also
prevent the rotary head and drill string from dropping uncontrollably if a cavity is
encountered while drilling.
Touching Hold Back Pressure on the Operation Setting Menu displays a slider (1)
that aOORZVDGMXVWPHQW.
The slider is defaulted to 0 percent.
Hold Back Pressure SHUFHQWDJH is displayed in a box (2) at the right of the slider.
Touch and drag the box displaying the Hold Back value (2) to increase or
decrease Hold Back Pressure.
Pressing plus (+) (3) and minus (-) (4) also increases or decreases Hold Back
Pressure.
Once the desired Hold Back Pressure is selected touch the Back Arrow (5) to
lock in the Hold Back Pressure and return to the Operation Settings Menu.
SERV2107 - 03/18 -20- Module 2 - Monitor
4
1 6
20
OPERAtION SEttINGS MENU - Tool Oil Injection Settings
Touching Tool Oil Injection Settings (1) in the Operation Settings Menu displays
Oil injection is primarily used to lubricate the Down The Hole Hammer during DTHH drilling. Required oil injection rates vary
depending on the compressors output, the size of the drill string and hammer, and the amount of water injection being used.
The Down Hole Hammer has a large piston that reciprocates and needs lubrication.
Some sites also use oil injection when rotary drilling, to lubricate the bearings, but this is not such a common practice. It may
be beneficial to inject oil into the drilling air at the end of the shift, especially when using poor quality water.
Oil injection rates vary but as a general rule a rate of 1 - 2 gallons (4 - 8 litres) per hour should be sufficient. However, if
using water injection regularly, the rate should be increased accordingly, as the water in the air washes the oil away quickly.
Maximum delivery is 6.3 US gallons or 24 litres per hour.
Touching Tool Oil Injection Settings (1) on the Operation Setting Menu displays a slider (2) that aOORZVDGMXVWPHQW.
The slider is defaulted to .5 GPH
Tool Oil Injection volume is displayed in a box (3) at the right of the slider.
Touch and drag the box displaying the GPH value (2) to increase or decrease Tool Oil Injection Volume.
Pressing plus (+) (4) and minus (-) (5) also increases or decreases Tool Oil Injection Volume.
Once the desired value is selected touch the Back Arrow (6) to lock in the Tool Oil Injection Volume and return to the
Operation Settings Menu.
NOTE: After installing a New Hammer Always increase the volume by at least 3X for the 1st few holes.
2
1
21
OPERAtION SEttINGS MENU - Auto Lube Settings
The Auto Lube Switch (2) can be switched to the on position to manually turn on
the central lube pump.
The pump will remain on when the Auto Lube Switch (2) is in the on position and
you remain on this menu page. Exiting the Auto Lube Settings page will turn the
pump off.
1
2
3
4
22
OPERAtION SEttINGS MENU - AUtO DRILL SEttINGS
Touching Auto Drill Settings (1) on the Operation Settings Menu displays Auto
Drill Settings that can be modified by the user.
• Bit Settings (2)
• Hole Finish Settings (3)
• Water Injection Settings (4)
-23-
23
AUtO DRILL SEttINGS - BIt SEttINGS
Bit Settings must be accurately entered by the operator.
The drilling logic program then calculates the maximum recommended weight on the
bit and the maximum rotation speed for Auto Drilling.
Bit Types from 1 - 8 can be selected in .5 increments. Number 1 is a claw
bit which is used in soft ground. Number 8 is an 80 Series bit used in the
hardest ground.
Bit Diameter is measured in centimeters or inches.
Over penetration is measured in a percentage and enables higher penetration rates
than the bit is designed for if drilling in soft ground.
Rotation Adaptation Percentage can be use to adjust the set desired Drill Rotation
speed relative to the nominal Bit Type Range.
Low Bit Air Limit should be set 10 psi higher than normal bit air pressure. If bit air
pressure rises to this setting the feed rate will be reduced to allow cuttings to clear.
High Bit Air Limit should be set 20 psi higher than normal bit air pressure. If this
setting is reached the feed will reverse and start backing out of the hole until the bit
air pressure drops to the Low Bit Air setting. Then normal drilling will resume. If
water injection is switched on 5 psi is added to the Low and High settings.
Collar Depth is the depth where reduced parameters are introduced to ensure a
good parallel hole at the top, usually in fill or broken ground.
-24-
3
1
4
24
AUTO DRILL SETTINGS - HOLE FINISHING SETTINGS
Touching Hole Finishing Settings (1) on the Auto Drill Settings Menu displays Auto
Drill settings that can be modifie by the user.
• Hole Flooding (2)
• Hole Flooding Time (3)
• Hole Flooding Height (4)
• Hole Reaming (5)
Hole flooding (2) can be Turned on by sliding the slider to the right side
Hole Flooding Time can be set from zero - 60 seconds. This is the Time for Full
Water Flow at the Bottom of the Hole after Desired Hole Depth is Reached.
Hole Flooding Height - How high the machine will Hoist on the Bit During Hole
Flooding before going back to Clear the Hole.
Hole Reaming - On / Off

-25-
1 4
25
AUTO DRILL SETTINGS - WATER INJECTION SETTINGS
Touching Water Injection Settings (1) on the Auto Drill Settings Menu displays
Water Injection settings that can be modifie by the user.
• Auto Water (2)
• Water Injection Hard (3)
• Water Injection Soft (4)
• Water Collaring (5)
If Auto Water is switched ON when Auto Drilling, water will be injected at the rates
selected on the menu.
Water Injection Hard setting is provided for hard rock conditions where water is only
being used to suppress dust.
Water Injection Soft may be adjusted higher if drilling in broken ground.
Water Collaring can be set differently and will inject the percentage selected for the
height of the collar, selected in the Bit Settings menu.
1
2
26
OPERAtION SEttINGS MENU - Air Compressor Flow Settings
Compressor flow settings allows the operator Reduce Compressor air flow
(CFM) by a percentage
• Compressor Flow Percentage(2)

• Minus Button (3)
• Plus Button (4)
Compressor Flow Percentafe is displayed in a box (2) at the right of the

slider.
Touch and drag the box displaying the Percentage (2) to increase or
decrease Compressor Flow percentage.
Pressing plus (+) (4) and minus (-) (3) also increases or decreases
Compressor Flow percentage
NOTE: This feature is only enabled in compressors with Electronic Control.

-27-
1 3
27
CONFIGURAtION & CALIBRAtION MENU
Touching Configuration and Calibration (1) displays the Configuration and
Calibration settings that can be changed by the user.
• Head and Mast Calibration (2)
• Pipe String Configuration (3)
-28-
1
2
28
CONFIGURATION & CALIBRATION MENU - HEAD AND MAST CALIBRATION
Touching Head and Mast Calibration displays head and mast calibration
procedures performed by the user:
• Rotary Head Calibration (2)
• Mast Position Calibration(3)
The head and mast calibration is necessary for the depth system to calculate depth.
To perform head and mast calibration the Drill must first be jacked level. Raise the
mast & engage the mast locks. Ensure the mast is truly vertical using a spirit level.
Mast Position Calibration: Once the machine is level and the mast Vertical Press
the "Mast" Icon, the level of the mainframe and mast will be zeroed at the same
time. If the calibration is successful a message will appear saying "Calibration
successful"
Rotary Head Calibration: Raise the rotary head to the very top of the mast and
touch the "Top" button. This will complete the "top" calibration.
Next lower the head until the deck wrench can be fully engaged on the bit sub.
Make sure the drill pipe counter is correct. e.g. If there is 1 pipe on, ensure the pipe
counter reads "1" and that the Pipe and Subs Screwed/Unscrewed Icons are set as
Screwed, If using a Shock Sub make sure that it is fully extended, when these
conditions are met, Press the "Bottom" button. This will complete the
"Bottom" calibration
If the calibration is successful a message will appear saying "Calibration successful"
-29-
2
1
29
• Top Sub Assembly (2) CONFIGURATION & CALIBRATION MENU - PIPE STRING CONFIGURATION
• Pipe Flat Position (3)
Touching Pipe String Configuration (1) displays Pipe String Configuration
• Bit Flat Position (4) settings that can be modified by the user.
• Bottom Sub Assembly (5)
The "pipe string" calibration is necessary for the depth system to calculate depth.
Measure the length of the head sub and Shock sub (if used). Do not inlude the thread. The
subs must be screwed together fully, the shock sub must be extended. Enter the measurement
into the "Top Sub Assembly" (2) panel.
Measure the amount of drill pipe above the upper Wrench flats to the shoulder of the thread. It
will be either 5.1cm or 7.6cm (2" or 3") Enter the measurement into the "Pipe Flat
Position" (3) panel.
Measure the Bit Distance from the shoulder to the Flats. Enter the measurement into the "Bit
Flat Position" (4) panel
Measure the length of the bit sub and drill bit. Do not include the thread. Enter the
measurement into The "Bottom Sub Assembly" (5) panel.
NOTE: Any modification to these values will affect the "PIPE IN THE HOLE LOGIC" Inaccurate
values can Cause damage to the Drill.
-30-
30
PRODUCT INFORMATION MENU
Touching Product Information on the Menu Soft Key displays the software version
currently installed on the drill (2).
Over time, as technology develops and Auto Drill programs are improved, new
software will become available.
Dealers will be notified of software updates and they will be responsible to notify
clients, and install any available updates.
Software can be updated using CatET.

-31-
31
MAIN SCREEN - INtERLOCKS
Interlocks prevent certain actions from being taken to protect the drill and the
operator. There are interlocks for many functions, including the Hydraulically
Operated Breakout (HOBO) Wrench and the Hydraulically Operated Bit Basket
(HOBB).
An interlock is active when the icon displays red and is inactive when the icon
displays green. Some functions will require multiple interlocks to be inactive before
becoming operational.
Pressing the interlock icon acts as an interlock override. Once the interlock icon is
pressed, the override will either become active or a message stating the override
is not possible will be displayed. Anytime a interlock is overridden, the event is
recorded in the event screen data log.
If an interlock is overridden you can cancel the override by Pressing the Yellow
interlock Icon and pressing Cancel.
Any time an operator attempts to override an interlock, a warning window will

appear advising the operator to proceed only if necessary. Overriding any system
could potentially damage the drill or a component and create operator hazards.
Additional information provided later in this module.
-32-
1 2 3 4 5
6 7 8 9 10
11 12 13 14 15
16 17 18 19
32
MAIN SCREEN - INTERLOCKS ICONS
The above image displays a representation of icons that can be displayed on the
Interlock window. Other tiles will be present or absent depending on currently active
drill function.
• Carousel Position (PARKED Shown) (1): Reduced pulldown will be active in the
load position. If the Carousel is between Proximity Switches, no pulldown or rotation
will be allowed.
• Deck Wrench Position (PARKED Shown) (2): When the Deck Wrench is engaged,
the HOBB will not work. When deck wrench engaged it does not reduce pulldown.
• Dust Curtain Position (NOT StOWED Shown) (3): This interlock displays red if the
Dust Curtains are not lowered. The Dust Curtains must be fully raised before the drill
will be allowed to tram.
• HOBB Position (ENGAGED Shown) (4): When the HOBB is not parked the Deck
wrench will not work
• HOBO Position (ENGAGEDShown) (5): If the HOBO is not in PARKED position NO
pulldown or hoist functions will be allowed.
• Machine Levelled (LEVEL Shown) (6): When drilling, the drill has to be inside the
Bubble Circle to work and all Jacks must have pressure on the Extend Side. If the
level moves outside the circle or any of the Jacks looses pressure, pulldown will be
disabled.
-33-
• tram Stability (StABLE Shown) (7): If the drill exceeds it tramming limit,
tramming will stop and will require and override to be able to tram the Drill.
• Mast Lock Position (LOCKED Shown) Rotary Head Interlock(8): If the Mast
is not angled above 58 degrees and locked no drill functions will be allowed.
• Mast Lock Positon (LOCKED Shown) Mast Interlock (9): If the Mast Locks are
engaged the mast will not move up or down.
• Pipe Safety Bar Position (OPEN Shown) (10): If Pipe Safety Bar is open no
pulldown or hoist is allowed
• Pipe In Hole (NOt IN HOLE Shown) (11): The Pipe In Hole interlock displays
red if the drill string is still in the hole. Affects Tramming, Jacks, and Mast
functions if Pipe In Hole.
• Ladder Position (StOWED Shown) (12): If the ladder is not stowed, it affects
the Jacks and Tram functions.
• Pipe Positioner (CLEAR Shown) (13): If the Pipe Positioner is not fully
retracted the Rotary Head will stop a set distance above to prevent a collision
as it moves down the mast. The Pipe Positioner will be automatically retracted
clear when the Rotary Head reaches the set point.
• Winch Status (REtRACtED Shown) (14): Winch hoist will not function. When
fully retracted the icon will turn green, and only the Winch DOWN function will
be allowed, provided Winch Lock button is depressed.
• Max tram Speed (ENABLED Shown) (15): In order for maximum tram speed
to be enabled, the mast must be stowed.
• Rotary Head Clear of Carousel (CLEAR Shown) (16): The Rotary Head
is above the Carousel, allowing the Carousel to move from the PARKED
position to the LOAD position.
• Jacks Retracted (NOT REtRACtED Shown) (17): Each Jack on the drill has
a corresponding interlock. All Jacks must be fully retracted to allow tramming.
• Foam Level (This function is currently unavailable) (18)
• tool Oil Level (Unavailable Shown) (19): The Tool Oil Level interlock displays
yellow when the Tool Oil Level is low and displays red when the Tool Oil Level
is empty.
-34-
1 2
34
MAIN SCREEN - INTERLOCKS - OVERRIDE POP-UP WINDOW
When an interlock is active (red icon), press the interlock icon on the screen to
display the Override Window.
Once Override Button is pressed on the Override Window, the override will be
active (yellow icon) or a message stating the override is not possible will show if
status does not change after a few seconds.
Choices for Interlock Override Messages:

• Cancel (1)
• Override (2)
• Close (3)
-35-
35
tILING/CUStOMIZAtION SOFt KEy
Pressing the Menu icon (bottom right) will display another menu.
These include:
• Screen
• Configurations
• Machine
• Personnel
• Gauges
• Drill
• Level
• Tram
These screens are not all in use yet and will be updated using new software.
-36-
1 2
36
SCREEN SELECTION SOFT KEYS - TRAM AND DRILL MODES
Several soft keys appear at the right bottom corner of the Main Screen.
These keys allow the user to select between different screens on the Monitor.
The presence or absence of these soft keys is determined by the screen currently
displayed.
Two important Screen Selection Soft Keys are:

• Tram Mode (1)
• Drill Mode (2)
-37-
37
DRILL NAME
It will be possible to enter a Drill Name such as model (MD6250)
Drill ID may be the serial number or fleet number.

-38-
38
MAJOR WARNING MESSAGES
• Major warning messages (1) are displayed along the top edge of the monitor
• Major warning message text is yellow in color and is accompanied by a yellow
warning light on the bottom left side of the monitor (not shown).
-39-
36
CRItICAL WARNING MESSAGES
Critical warning messages are displayed along the very top of the monitor.
Critical warning message text is red in color and is accompanied by a bar graph on
the left side of the screen. The bar graph is graduated from yellow at the bottom,
orange in the middle, and red at the top.
Minor events are coloured yellow and major events are coloured orange, and the
lower part of the bar graph will illuminated in yellow or orange.
Critical Events or conditions will illuminate the upper part of the bar graph in red,
engine shutdown may be activated, and an audible alarm sounds.
-40-
40
WARNING MESSAGE FILTERING
Minor, Major and Critical Events will usually be displayed chronologically (by time)
However, events can be filtered or sorted using the Filters and Sorting icons.
This may be utilised by site maintenance to monitor events.
Such as:
• Critical Events
• Major Events
• Minor Events
• The most frequent Events
• Overrides
-41-
1
2
4
5
6
41
SECONDARY DISPLAY - LEVELING, MASTING, AND PROPELLING
DASHBOARD
• Level Status (Spirit Level) (1)
• Front to rear level of the drill (2)
• Side to side level of the drill (3)
• Current Mast angle (4)
• Use the + and - buttons to increase or decrease the desired Mast angle, to be used with
Auto Mast Raise/Lower (5)
• The Jack status will be green when all Jacks are fully retracted (6), and red when
not fully retracted. If not fully retracted tramming will be interlocked.
-42-
7 8 2
6
9 10 11
3
14 15
12 13 4
SECONDARy DISPLAy - DRILLING DASHBOARD
The Drilling Dashboard screen displays:
• Hole Profile information (1)

• Bit Position (2): Displays how deep the drill bit is in the ground.
• Hole Depth (3): Displays how deep the hole being drilled is.
• target Depth (4): Displays how deep the hole target is. (if entered)
• Number of Pipes (5): Displays the number of drill pipes on the drill string.
This can be changed manually using the “+” and “-” buttons.
Note: When changing the number of drill pipes manually, be very careful as
this could mislead the drill pipe-in-hole logic. .
• Pulldown Force (6): The actual pulldown force in kilo Pounds Force will be displayed
on the rotary gauge whilst the number inside the square is the maximum pulldown
force limit. This is adjusted by the operator using the pulldown force adjustment.
• Rotation torque (7): The actual rotation torque in Newtonmetres will be displayed on
the rotary gauge whilst the number inside the square is the maximum torque limit.
This is adjusted by the operator using the rotation torque adjustment.
-43-
• Air Pressure (8): Displays Bit Air Pressure.

• Pulldown Pressure (9): Displays pressure being put out by Left Main pump for
Pulldown.
• Rotation Pressure (10): Displays Pressure being put out by Right Main pump for
Rotation.
• Air Tank Pressure (11): Displays the actual pressure in the Receiver Tank.
• Water Flow (12): Displays the Volume of being pumped into the Hole.
• Rotation Speed (13): Displays actual Rotary Head Rotation speed in RPM.
• Rate of Penetration (14): Displays how fast the bit is moving down the hole.
• Advance per Revolution (15): Displays how much the bit penetrates the ground every
full turn.
Note: When changing the number of drill pipes manually, be very careful as this
could mislead the drill pipe-in-hole logic. .
-44-
40
PIPE SETTINGS
When multi-pass drilling the number of pipes should be added

and subtracted automatically by the depth system.
If not they can be added and subtracted manually.
When "breaking out" if the drill pipe unscrews at the top, the
PIPE STATE TOP "Unscrewed" icon will illuminate.
When "breaking out" if the drill pipe unscrews at the bottom, the
PIPE STATE BOTTOM "Unscrewed" icon will illuminate.
-45-
AUTO FUNCTION FEEDBACK
Provides operators a text status of what is happening during

Automatic Functions.
Interlock High Level
Summary
Caterpillar: Confidential Green

Note: Engine have 3 Speed (800, 1440, 1800) Keypad
Machine
Drill Mode Park Tram
Drill Mode 1 Drill Mode 2 Drill Mode 3 No Features
Next Slide
Dust Curtain Jacks Tram Note: There are two

(Raise/Lower) (Retract/Not Retract) (Forward/Reverse) tram speeds
No
Interlocks Interlocks
Interlocks
Note: Drill Note: In Drill Note: In Tram Mode it

Mode it automatically automatically Raises Ladder Needs to Raise Ladder Needs to Raise
Lower unless the unless the operator stop (Installation) (Installation
operator stop it it
Tram Stability In Limit Tram Stability In Limit
Mast needs to be Mast needs to be

Locked Locked
Pipe Not In Hole Pipe Not In Hole
All Jacks need to be

retracted
Dust Curtain needs to

be raise (Installation)
Machine Note: Engine have 3 Speed (800, 1440, 1800) Keypad
No Features
Next Slide
Hoist/Pulldown
Carousel Carousel Index Hoist/Pulldown Drill Rotation HOBO HOBO Swing Deck Wrench
No Limited
(Park/Load) (Left/Right) Limited Pressure (CW/CWW) (Clamp/UnClamp) (Park/Load) (Park/Engaged)
Pressure
No Interlocks No No
Interlocks Interlocks Interlocks Interlocks
Interlocks Interlocks Interlocks
Head Above the Carousel needs to be Mast needs to be HOBB needs to be

Carousel Not Park Locked
Interlock Park Park
Pipe Safety Bar needs

HOBB needs to be HOBO needs to be
to be lock
Park Park
(Installation)
Mast needs to be Mast needs to be

Locked Locked
Pipe Safety Bar needs Pipe Safety Bar needs

to be lock to be lock
(Installation) (Installation)
Machine Levelled Machine Levelled
Pipe Positioned not

Caterpillar: Confidential Green clear
Machine Note: Engine have 3 Speed (800, 1440, 1800) Keypad
No Features
Mast Mast
(Raise/Lower) (Lock/Unlock)
No
Interlocks
Interlocks
Mast needs to be
unlock
Machine Levelled
Tram Stability In Limit
Pipe Not In Hole

-50-
PURPOSE REVIEW

Monitor.
41
-51-
REASON REVIEW

of major components, major service points and
Monitor in order to provide effective customer service,
which enhances customer satisfaction.
42
-52-
You have demonstrated that you can accurately

points, and describe the operational strategies of the
MD6250 Rotary Drill Monitor during a classroom post-
assessment with at least 80% accuracy.
43
-53-
You are able to:

Monitor components
Monitor service points
Rotary Drill Monitor
44
MD6250 Rotary Drill

Undercarriage and Mainframe
SERV2107
SERV2107- 03/18 -3- Module 3 - Undercarriage and Mainframe
TABLE OF CONTENTS
PURPOSE�� 5
REASON�� 6
UNDERCARRIAGE - INTRODUCTION�� 9
TRACK FRAME OSCILLATION�� 10
EQUALIZER BAR - TRACK FRAME END��11
TRACK FRAME PIVOT�� 12
IDLER ASSEMBLY�� 13
TRACK TENSIONING ��..��........... 14-17
UNDERCARRIAGE INSPECTION�� 18-19
TRACK DRIVE MOTOR AND TRAM BRAKES�� 20
FINAL DRIVE DRAIN AND FILL PLUGS�� 21
WEAR METAL CONTAMINATION WARNING LEVEL GUIDELINES�� 22
TOWING THE DRILL�� 23-25
FINAL DRIVE RING GEAR REMOVAL PROCEDURE�� 26-27
MAINFRAME�� 28
MAINFRAME WELD INSPECTION SCHEDULE�� 29
LIFTING POINT JACK CAPS�� 30
LIFTING WITH LIFTING POINT JACK CAPS�� 31
JACK COUNTERBALANCE VALVES AND PRESSURE TRANSDUCERS�� 32
JACK LIMIT SWITCHES�� 33
LEVELING THE MD6250�� 34-36
MAXIMUM OPERATING GRADE�� 37
DRILL STABILITY FEATURE (IF EQUIPPED)�� 38
MAIN ACCESS STAIRS - OPERATION ��39-41
REVIEW ................................................................................................................................42-45

SAFETY BRIEFING
• Storm Shelter

PURPOSE

strategies of the MD6250 Rotary Drill Undercarriage
and Mainframe.

REASON

Undercarriage and Mainframe in order to provide
effective customer service, which enhances customer
satisfaction.


strategies of the MD6250 Rotary Drill Undercarriage
and Mainframe during a classroom post-assessment
with at least 80% accuracy.

LEARNING OUTCOMES

Undercarriage and Mainframe module, you will be able
to:
Undercarriage and Mainframe components
Undercarriage and Mainframe service points
MD6250 Rotary Drill Undercarriage and Mainframe
8

3
2
4
9
UNDERCARRIAGE - INTRODUCTION
Undercarriage Components:
• Carry Rollers (1)
• Track Frame (2)
• Load Rollers (3)
• Rock Guards (4)
This is an overview of the components that form the MD6250 Undercarriage.
The Undercarriage of the MD6250 is based on the durable 336E EL Undercarriage.
The three Carry Rollers (1) on the top of each Track Frame (2) support the weight
of the Track Chain and Triple Grousers.
The 12 sealed, oil flooded Load Rollers (3) across the bottom of each Track Frame
support the weight of the drill. The Load Rollers are protected by full length Rock
Guards (4).

2
1
4
10
TRACK FRAME OSCILLATION
Track Frame Oscillation Components:

• Equalizer Bar (1)
• Center Pivot Pin (2)
• Axle (3)
• Axle Housing (4)
The excavator-type Undercarriage is designed with three points of oscillation which

allows each Track Frame a small amount of independent movement.
At the front of the drill the Equalizer Bar (1) pivots on the Center Pivot Pin (2). Each
end of the Equalizer Bar is connected to one of the Track Frames.
The Equalizer Bar is a mechanical connection which means that the distance
one Track oscillates the other Track oscillates an equal amount in the opposite
direction.
At the rear of the drill the Track Frames rotate clockwise or counterclockwise on the
Axle (3) which extends through the Axle Housing (4).

2
4
5
6
3
11
EQUALIZER BAR - TRACK FRAME END
Track Frame Equalizer Bar Components:

• Track Frame Mount (Clevis) (1)
• Equalizer Bar (2)
• Equalizer Pin (3)
• Retaining Plate (4)
• Equalizer Pin Retaining Bolt (5)
• Equalizer Pin Lubrication Point (6)
On the front top of each Track Frame is a Track Frame Mount (1), also referred to
as a Clevis, through which the Equalizer Bar (2) is pinned to the Track Frame.
A spherical self-aligning bearing is installed in the Equalizer Bar.
The Equalizer Pin (3) is held in place by a Retaining Plate (4) and Equalizer Pin
Retaining Bolt (5) and is greased by the Central Lube System (6).

2 4
1
3
12
TRACK FRAME PIVOT
Track Frame Pivot Components:

• Axle (1)
• Mainframe (2)
• Retaining Plate (3)
• Axle Lubrication Point (4)
Each Track Frame pivots clockwise or counterclockwise on the Axle (1) which
extends out from the side of the Mainframe (2) at the rear of the drill.
The Track Frames are secured onto the Axle by a Retaining Plate (3) and three
bolts which should be regularly checked for proper tension.
The lubrication for the Track Frame pivot is supplied by the Central Lubrication
System (4).
If grease is not supplied sufficiently and regularly this area will suffer premature
wear and leads to excessive clearance.

4
3
2
13
IDLER ASSEMBLY
The Idler Assembly is made up of four main components:

• Idler Wheel (1)
• Idler Fork (2)
• Recoil Spring (3)
• Track Tensioning Cylinder (4)
The Idler Assembly is installed at the front of each Track.
The function of the Idler Assembly is to maintain track chain alignment and tension.
The Idler Wheel (1) is induction hardened to reduce the wear rate. The Idler Hub is
filled with oil to lubricate the Pin and Bushings. Duo-cone seals keep the oil in and
contaminants out.
The Idler Fork (2) protects the duo-cone seals from debris, and slides as the Recoil
Spring (3) is compressed.
The Track Tensioning Cylinder (4) uses grease to extend or retract the Cylinder
to increase or decrease the amount of tension on the Recoil Spring. The Track
Tensioning Cylinder will be discussed on the next page.
Idlers Assemblies are generally supplied as remanufactured items.

1
2
3 4 14
TRACK TENSIONING CYLINDER
Track Tensioning Cylinder Components:

• Track Tensioning Cylinder (1)
• Track Frame (2)
• Grease Relief Valve (3)
• Grease Zerk (Cylinder Fill) (4)
The Track Tensioning Cylinder (1) uses grease to extend or retract the cylinder to
increase or decrease the amount of tension on the Recoil Spring.
The Track Tensioning Cylinder is accessed through the outward side of each Track
Frame (2).
Note: Some of the Track Frame structure in the lower image above has
been removed for component visibility
The Grease Relief Valve (3) is loosened to allow cylinder grease to be released
lessening the tension on the Recoil Spring.
A Cylinder Fill Grease Zerk (4) located next to the Grease Relief Valve is used to
add to/fill the Track Tensioning Cylinder.

1 2
15
TRACK TENSIONING PROCEDURE
Track Tensioning Components:

• Grease Relief Valve (1)
• Grease Zerk (Cylinder Fill) (2)
Note: Be aware that the grease is under high pressure in the Track
Tensioning Cylinder.
Before performing the track tensioning procedure wipe the Grease Relief Valve (1),
Grease Zerk (2), and surrounding surface.
Tightening the Track
1. Add grease through the Grease Zerk until the correct track tension is reached
2. Operate the drill back and forth in order to equalize the pressure
3. Check the amount of track sag and adjust the track tension as needed
Loosening the Track
1. Loosen the Grease Relief Valve carefully until the track begins to loosen. One
turn should be the maximum
2. Tighten the Grease Relief Valve to 34 ± 5 Nm (25 ± 4 lb ft)
3. Operate the drill back and forth in order to equalize the pressure
4. Check the amount of track sag and adjust the track tension as needed

16
MEASURING TRACK SAG
1. Operate the drill in the direction of the Idlers.
2. Stop with one Track Pin directly over the Front Carrier Roller. Park and turn off
the drill.
3. Place a straight edge (1) on top of the Track Grousers between the Front
Carrier Roller and the Idler. The straight edge should be long enough to reach
from the Front Carrier Roller to the Idler.
Note: If your drill is equipped with three Carrier Rollers, place a straight
edge on the tracks between the Carrier Rollers. The straight edge should
be long enough to reach from one Carrier Roller to another Carrier Roller.
4. Measure the maximum amount of sag in the Track (2). The sag is measured
from the highest point of the track grouser to the bottom of the straight edge. A
Track that is properly adjusted will have a sag of 40 to 55 mm (1.57 to 2.17 in).
5. If the track is too tight, or if the track is too loose, adjust the track tension using
the Track Tensioning Procedure on the previous page of this module.

17
SEALED TRACKS
• Reduced internal Pin and Bushing wear until the lubricant is lost
• Minimum 25% increase in internal wear life because of less Pin and Bushing
wear
• Improves Sprocket wear life because Sprocket and Link Assembly pitch
remains matched for a longer period of operation
• Reduced noise from metal-to-metal contact between the Pin and Bushing
The Track Chains are comprised of 56 links as used by a Cat 336E Excavator.
The left and right Links are pressed onto a Bushing which connects the two Links
together.
A Pin then connects one Link to the next.
The Pins and Bushings are lubricated with long-life grease, then sealed.
The 750 mm (29.7 in) wide Triple Grouser Plate Bolts to the Links and prevents the
Links from spreading.
If the Track Chain needs to be removed, the Master Pin can be identified by a
recess that is machined into the end of the Pin.

2
3
18
UNDERCARRIAGE INSPECTION
Daily visual inspection of the Undercarriage should be conducted as part of the

Pre-Start Inspection. Items to look for include:
• Loose Grouser Bolts (1)
• Missing Grouser Bolts (2)
• Broken Grouser Plates (3)
The Grouser Plates have several, equally important functions.

• They transmit power from the Track Chain to the ground
• They spread the weight of the drill over a large area
• The leading and trailing edge reduce dirt onto the Idler and Sprocket
• They prevent the Chain Links from spreading.
Often overlooked as a service item, they work in the harshest conditions.
For the above reason Grousers and Bolts should be correctly maintained.
See the Service Manual for correct Grouser Bolt tension.

19
UNDERCARRIAGE INSPECTION CONTINUED
On this drill the Rock Guards are missing, due first to loose, then finally missing
bolts.
The Rock Guards keep the Track Chain aligned between the Idler and Sprocket.
Without the Rock Guards more load is placed on the Sprocket, Final Drive, Idler,
and Rollers.
Note: The Track Chain has already come off the top Carrier Roller.
One Load Roller is leaking and one has failed.
Undercarriage components are expensive to replace.
With correct inspection and maintenance, Undercarriage life can be maximized.

1
3 2
5
6
4 7
20
TRACK DRIVE MOTOR AND TRAM BRAKES
Track Drive Motor and Tram Brake Components:

• Track Drive Motor (1)
• Motor Mounting Flange (2)
• Forward Tramming Hose(3)
• Reverse Tramming Hose(4)
• Case Drain Hose (5)
• Brake Release Hose (6)
• Track Drive Motor Speed Sensor (7)
The bent axis piston Track Drive Motor (1) bolts on to the Final Drive Reduction
with a two bolt Motor Mounting Flange (2).
Forward Tramming Hose (3), Reverse Tramming Hose (4), Case Drain Hose (5),
and Brake Release Hose (6) are identified.
The multi-disc Brake Pack is built into the Final Drive, not in the motor.
Brakes are spring engaged (on) and hydraulically released when switched into
Tram Mode and either Joystick is operated.
The Track Drive Motor Speed Sensor (7) reads Track Drive Motor rpms, this
signal is converted to km/h and displayed on the Propelling Dashboard on the Drill
System Monitor

2
1
21
FINAL DRIVE DRAIN AND FILL PLUGS
Final Drive Drain and Fill Plugs Components:

• Drain Plug (1)
• Fill Plug (2)
• Final Drive Cover (3)
The Final Drive Drain Plug (1) and Fill Plug (2) are located in the Final Drive Cover
(3).
Prior to oil testing, draining, or filling the Final Drive the drill should be leveled using
the Jacks and the Drain Plug should be placed at the six o’clock position which will
place the fill plug at the four or eight o’clock position (depending on side of drill).

Normal Caution Serious

Si (Silicon) 200 ppm >400 ppm >600 ppm
Fe (Iron) 500 ppm >1500 ppm >3000 ppm
Cu (Copper) 80 ppm >160 ppm >240 ppm
Cr (Chromium) 10 ppm >15 ppm >25 ppm
Al (Aluminum) 50 ppm >100 ppm >150 ppm
22
WEAR METAL CONTAMINATION WARNING LEVEL GUIDELINES
Caution: Gearbox must be monitored

Serious: The manufacturer suggests changing the oil and repeating the tests
after a short period of work. If the values are still serious, rebuilding or replacing
Gearbox is necessary.
These values are only guidelines and can be modified due to specific applications.
Note: Si-Al Contamination also from external sources.
Note: Fe-Cr Wear metals by gears and bearings.
Note: Cu Wear metal by brake discs.
Repair
For further detailed information and/or repair refer to the following Final Drive repair
manual.
Scheduled Oil Sampling (SOS) should be conducted to monitor contamination and

wear trends.

23
TOWING THE DRILL
NOTICE:
Personal injury or death could result when towing a disabled drill incorrectly.
Block the drill to prevent movement before releasing the brakes. The drill can roll
free if it is not blocked.
Follow the recommendations below, to properly perform the towing procedure.
NOTICE:
To tow the drill, both Final Drives must be disengaged. See Pg 26 of this module for
Final Drive Ring Gear Removal Procedure.
With the Final Drives disconnected, the movement is not transmitted through the
brakes or to the Hydraulic Motor.
Do not operate the Travel Motors with the Final Drives disengaged. Damage could
result.
These towing instructions are for moving a disabled drill for a short distance at
low speed. Move the drill at a speed of 2 km/h (1.2 mph) or less to a convenient
location for repair. Always haul the drill if long distance moving is required.
Shields must be provided on both drills. This will protect the operator if the tow line
or the tow bar breaks.

Do not allow an operator to be on the drill that is being towed.
Before you tow the drill, make sure that the tow line or the tow bar is in good
condition. Do not use a cable that is kinked, twisted, or damaged. Make sure that
the tow line or the tow bar has enough strength for the towing procedure that
is involved. The strength of the tow line or of the tow bar should be at least 150
percent of the gross weight of the towed drill. This requirement is for a disabled drill
that is stuck in the mud and for being towed on a grade.
Do not use a chain for pulling a disabled drill. A chain link can break and this may
cause personal injury. Use a cable with ends that have loops or rings. Put an
observer in a safe position in order to watch the pulling procedure. The observer
can stop the procedure if the cable starts to break. Stop pulling whenever the
towing drill moves without moving the towed drill.
During towing, do not allow anyone to step between the towing and the towed
drills.
Do not allow the cable to be straddled while the drill is being towed.
Keep the tow line angle to a minimum. Do not exceed a 30 degree angle from the
straight ahead position.
Avoid towing the drill on a slope.
Quick drill movement could overload the tow line or the tow bar. This could cause
the tow line or the tow bar to break. Gradual, steady drill movement will be more
effective.
Prior to releasing the brake of the final drive, firmly lock both tracks in order to
prevent the drill from moving suddenly. When the drill is ready to be towed, release
the brake of the final drive. Refer to the Operation and Maintenance Manual, “Final
Drive Ring Gear Removal” for more information.
Normally, the towing drill should be as large as the disabled drill. Make sure that
the towing drill has enough brake capacity, enough weight, and enough power. The
towing drill must be able to control both drills for the grade that is involved and for
the distance that is involved.
You must provide sufficient control and sufficient braking when you are moving a
disabled drill downhill. This may require a larger towing drill or additional drills that
are connected to the rear of the disabled drill. This will prevent the drill from rolling
away out of control.
All situation requirements cannot be listed. Minimal towing drill capacity is required
on smooth, level surfaces. Maximum towing drill capacity is required on an incline
or on a surface that is in poor condition.
Do not tow a loaded drill.
Consult your Cat dealer for the equipment that is necessary for towing a disabled
drill.
Note: Shackles must be used for towing the drill. The wire cable should horizontal
and straight to the frame.
Install a properly rated wire cable to the lower frame of the towing drill and the
lower frame of the towed drill. The permissible force for the frame is 100 percent of
the gross weight of the towed drill.
Note: In order to prevent damage to the cable or the lower frame of the drill, use
protective sleeves on the corners of the frame.

Retrieve the disabled drill carefully. The applied load for each cable should be
equal. Angle (A) between each wire cable should be 60 degrees maximum.
Operate the drill at a low speed.

26
FINAL DRIVE RING GEAR REMOVAL PROCEDURE
Final Drive Components:

• Ring Gear (1)
• Cover Bolts (2)
• Bolts (3)
• Final Drive Cover (4)
• Ring Gear (5)
Warning: Without the Ring Gear in place, the brakes are ineffective.
Personal Injury or death could result. Provide other means to hold or stop
the drill.
1. Thoroughly clean the area around the Final Drive. Make sure that you also
clean the Track Shoes that are positioned above the Final Drive
Note: Refer to Operation and Maintenance Manual, “General Hazard
Information” for information that pertains to Containing Fluid Spillage.
2. Drain the Final Drive oil into a suitable container. See Operation and
Maintenance Manual, “Final Drive Oil - Change” for the procedure.
3. Remove one Track Shoe in order to allow access to the face between Final
Drive Cover (4) and Ring Gear (1)
4. Remove two bolts (2). Attach Items (A). This is necessary in order to support
Ring Gear (1) while you remove the Final Drive Cover.

Note: If Item (A) is unavailable, you may use alignment dowels. Make sure
that the alignment dowels are able to support the Ring Gear while you
remove the Final Drive Cover.
5. Remove the remaining bolts (2) from the Final Drive Cover
6. Install Item (B) into the Final Drive Cover at location (6) or (7). Use Item (B) in
order to separate Final drive cover and Ring Gear. Make sure that Ring Gear
stays in place.
Note: If Item (B) is unavailable, you may use a hammer and a wedge in
order to separate the Final Drive Cover and the Ring Gear.
7. Remove twelve bolts (3) and Ring Gear (5) from Final Drive Cover (4)
8. Apply Gasket Sealant to the mating surface of cover (4) and the housing
9. Install Final Drive Cover and all cover bolts (2)
10. Fill the Final Drive with new oil. See Operation and Maintenance Manual,
“Final Drive Oil - Change” for the procedure
11. Repeat this procedure for the other Final Drive
12. Refer to the Service Manual for information on the installation of the Final
Drive Ring Gear

3
28
MAINFRAME
Mainframe Components:
• Mainframe (1)
• Front Jack Housings (2)
• Rear Jack Housings (3)
• A-Frame (4)
• Mast Rest (5)
The Mainframe (1) of the MD6250 Rotary Drill is fabricated from 6.35 mm (.25 in)
thick rectangular hollow section (RHS) with the two Front Jack Housings (2), two
Rear Jack Housings (3), A-Frame (4), and Mast Rest (5) are incorporated into the
fabrication.
NOTE: The Mainframe is stress-relieved after the fabrication process

is complete. Fatigue or stress related cracking is found in most mining
equipment, and maintenance programs should include regular NDT (Non-
Destructive Testing) inspections for cracking. If cracking does occur, contact
your Cat Dealer for repair procedures.

29
MAINFRAME WELD INSPECTION SCHEDULE

30
LIFTING POINT JACK CAPS
The four Jack Cylinders incorporate Lifting Point Jack Caps (arrow).
The four Lifting Point Jack Caps allow the Rotary Drill Base (without the mast) to be
lifted when loading for transport.
The security and condition of the Lifting Point Jack Caps should be inspected
before a lift commences.

31
LIFTING WITH LIFTING POINT JACK CAPS
In order to lift the Rotary Drill Base, attach the lifting devices to the Lifting Point
Jack Caps (arrows).
The instructions given here describe the Rotary Drill Base as manufactured by
Caterpillar.
The Rotary Drill Base center of gravity is located approximately at the center of the
lifting points.
Refer to the Operation and Maintenance,“Specifications” for specific weight

information.
Note: Only lift objects from approved lifting points and with approved lifting
devices.
1. Use proper rated cables and slings for lifting. The crane should be positioned
so that the Rotary Drill Base is lifted parallel to the ground.
2. To prevent contact with the Rotary Drill Base, lifting cables should have
sufficient length.
3. Place the cable into the Lifting Point Jack Caps.
4. Apply the proper protector to prevent Rotary Drill Base/cable damage and
slippage.

1
2 2
2 2
1
32
JACK COUNTERBALANCE VALVES AND PRESSURE TRANSDUCERS
Jack Counterbalance Valves:

• Counterbalance Valves (1)
• Pressure Transducers (2)
Each Jack Cylinder has two Counterbalance Valves (1) installed in the top of the
Cylinder.
Counterbalance Valves are installed to prevent leakage through the DCV

(Directional Control Valve) that prevents the Cylinders from “creeping” when the
drill is jacked up and also prevents the Jacks from “creeping down” when fully
retracted and tramming.
Counterbalance Valves operate by preventing flow out of the Cylinder until pilot
pressure shifts the Valve. In the case of a hydraulic hose failure, pilot pressure will
be lost, the Valve will close, and movement of the Cylinder is prevented.
If Auto-Level is an installed option, there are two Pressure Transducers (2) installed
in the Jack Cylinders to monitor the hydraulic oil pressure in each end of the
Cylinder.
The pressure signals are used by the ECM during the Auto-Level and Auto-Retract
functions.

2
33
JACK LIMIT SWITCHES
Jack Limit Switches Components:

• Jack Limit Switch (1)
• Jack Status Icons (2)
Jack Limit Switches (1) are installed on each Jack Housing.
When the Jack is fully retracted the Inner Jack Casing, which moves up and down
as the Cylinder is extended and retracted, will contact and lift the roller on the
striker arm of the Jack Limit Switch.
The Jack Limit Switch sends a signal to Auxiliary ECM 1 that provides Jack status
to the Jack Status Icon (2) that will turn from red to green on the Monitor when the
Jack retracts fully.
All Jack Status Icons must be green before the tramming function is enabled.

LEVELING THE MD6250
Note: When leveling a drill on a slope, the drill should be aligned with the
rear of the drill on the high-side of the slope.
There are four Jacks used for leveling on the drill.
To raise or lower the Jacks, the following parameters must be met:

• The Main Access Stairs are fully raised.
• Dust Curtains are fully raised.
• Mast is in the LOCKED position (Right Joystick left, trigger down (Drill Mode
3)) or Mast is correctly positioned in the horizontal position.
• DRILL or TRAVEL mode is selected.
• PIPE IN HOLE indicator is GREEN on the monitor.
Automatic Leveling using the Drill Control Monitors

1. Access the Leveling Screen to display the Auto Level, Auto Retract Buttons,
and Level Gauge.
2. Press the Auto Level Button to level the machine for gradients less than 6
degrees.
3. Use the Level Gauge on the Monitor to verify that the drill is level.
4. To level a drill that is already raised on all four Jacks, see Re-Leveling below.
Automatic Leveling using the Joystick

Jacks Auto Level control is located on the Right Joystick.
-- In Tram Mode: Bottom Left Button
-- In Drill Mode: Bottom Left Button, Trigger UP (Drill Mode 3)
1. Access the Leveling Screen to display the Level Gauge.
2. Press the Jacks Auto Level Button on the Right Joystick to level the drill for
gradients less than 6 degrees.
3. Use the Level Gauge on the Monitor to verify that the drill is level.
4. To level a drill that is already raised on all four Jacks, see Re-Leveling below.
Note: A gradient greater than 6 degrees will require manual leveling of the
drill. See Manual Leveling below.
Automatically Retract the Jacks using the Drill Control Monitors

1. Access the Leveling Screen to display the Auto Retract Button.
2. Press the Auto Retract Button to retract all four jacks to the fully retracted
position.
Jacks Auto Retract with Joystick
Jacks Auto Retract control is located on the Right Joystick.

-- In Tram Mode: Bottom Right Button
-- In Drill Mode: Bottom Right Button, Trigger UP (Drill Mode 3)
1. Press the Jacks Auto Retract Button on the Right Joystick to retract all four
Jacks to the fully retracted position.

Manual Leveling
Left Rear Jack manual control is located on the Left Joystick.

-- In Tram Mode: Left Thumb Roller
-- In Drill Mode: Left Thumb Roller, Trigger Up (Drill Mode 3)
Right Rear Jack manual control is located on the Right Joystick.

-- In Tram Mode: Right Thumb Roller
-- In Drill Mode: Right Thumb Roller, Trigger Up (Drill Mode 3)
Front Jacks manual control is located on the Left Joystick.

1. Access the Leveling Screen on the Monitoring to display the Level Gauge.
2. Use the Level Gauge to determine the angle of the drill.
3. Ensure that the weight of the drill is distributed evenly on the Jacks. Ensure
that the drill remains as close to the ground as possible.
4. Use the Left and Right Rear Jack controls to lower the rear Jacks.
5. Use the Level Gauge to level the drill side to side.
6. Use the Front Jacks Control to raise or lower the front Jacks.
7. Use the Level Gauge on the monitor to level the drill front to back.
Note: Level the drill from the lowest corner of the drill first.
Note: Re-level the front Jacks even when the drill appears to be level to
equalize the hydraulic pressure in the front Jacks.
Re-Leveling
Use the following procedure to level a drill that is already raised on all four Jacks:



1. Use Rear Jack manual controls to level the rear of the drill side to side.
2. Use the Front Jacks manual control to level the drill front to back.
Note: Re-level the front Jacks even when the drill appears to be level to
equalize the hydraulic pressure in the front Jacks.

Manually Retract the Jacks



1. Retract the front and rear Jacks at the same time. Once the drill is stable and
supported by the ground, fully retract each Jack.

37
MAXIMUM OPERATING GRADE
The drill must not exceed the inclinations specified.
Drills are more stable operating with the mast down when operating on rough
ground conditions or significant slopes.
The values contained here are given as guidelines. Safe operation depends on the
following:
• Ground conditions and preparation
• Operator experience and judgment
• Sudden change of direction or speed
The values specified in the images above are specified for the MD6250 Rotary
Drill.
Maximum Operating Grades:

• 11.2 m (36.7 ft) mast (top image)
• 13.6 m (44.6 ft) mast (bottom image)

38
DRILL STABILITY FEATURE (IF EQUIPPED)
Indicates to the operator when the drill is near the stability limits with an alarm and
an illuminated lamp.
A Stop-The-Tram command would be issued when the stability limits are reached.
This feature automatically shows the Levelling and Masting Screen that includes
indication of the drill angle and the limit.
Different angles are shown for each direction of tram when the Mast is up and Mast
is down (8 total angles).

4
39
MAIN ACCESS STAIRS - OPERATION
Main Access Stairs - Operation Components:

• Raise and Lower Controls (Upper) (1)
• Raise and Lower Controls (Lower) (2)
• Raise and Lower Switch (3)
• Main Access Stairs Light Switch (4)
The Main Access Stairs are located on the right side of the drill forward of the
Operator’s Station. One set of Raise and Lower Controls and Main Access Stairs
Light Switch (1) is found at the top of the Main Access Stairs. The second set of
Raise and Lower Controls (2) are located at ground level on the Mainframe forward
of the base of the Main Access Stairs.
Push and hold the Raise Switch (3) for five seconds to begin raising or lowering the
Main Access Stairs, continue holding the switch until the Main Access Stairs are
fully lowered or stowed.
Always place the Main Access Stairs in the fully stowed position before operating
the drill.
Always place the Main Access Stairs in the fully lowered position before boarding
or leaving the drill.
Main Access Stairs Light Switch (4) turns the Main Access Stairs Light ON or OFF.

40
MAIN ACCESS STAIRS - MANUAL RAISING/LOWERING
Main Access Stairs - Manual Raising/Lowering Components:

• Manual Hydraulic Pump (1)
• Manual Raise Bar (2)
• Manual Main Access Stairs Lowering Valve (3)
A Manual Hydraulic Pump (1) installed under the mainframe adjacent to the right
rear Jack and can be used to raise the Main Access Stairs manually by pumping
the Manual Raise Bar (2).
Rotate the Manual Main Access Stairs Lowering Valve (3) to allow the Main Access
Stairs to lower. The valve must be closed before manually raising the Main Access
Stairs can occur.
Note: The Main Access Stairs can also be raised and lowered from inside
the cab using the Main Access Stairs Raise/Lower Button on the Right
Keypad.
Note: The Main Access Stairs must be lowered manually if a fire
suppression system is installed and activated.

1
2
41
MAIN ACCESS STAIRS - LOCKING
Main Access Stairs Locking Components:

• Locking Pin Storage Position (1)
• Locked Position (2)
Remove the Locking Pin from its storage position (1). Raise the Main Access Stairs
to the fully stowed position.
Align the Locking Pin with Lock Hole (2) and fully insert the Locking Pin through the
Lock Holes to secure the Main Access Stairs in place.

PURPOSE REVIEW

Undercarriage and Mainframe.
42

REASON REVIEW

Undercarriage and Mainframe in order to provide
effective customer service, which enhances customer
satisfaction.
43

You have demonstrated that you can accurately

points, and describe the operational strategies of the
MD6250 Rotary Drill Undercarriage and Mainframe
accuracy.
44

You are able to:

Undercarriage and Mainframe components
Undercarriage and Mainframe service points
• Describe the operational strategies employed
by the components and systems of the MD6250
Rotary Drill Undercarriage and Mainframe
45

GLOBAL SERVICE TRAINING
MD6250 Rotary Drill

ENGINE INTRODUCTION
SERV2107
SERV2107 - 03/18 -3- Module 4 - Engine Introduction
TABLE OF CONTENTS
PURPOSE �� 5
REASON �� 6
COMPETENCY STATEMENT �� 7
LEARNING OUTCOMES �� 8
ENGINE - INTRODUCTION �� 9
TIER 2 - TIER 4 ��.�� 10
ENGINE SKID ��............�� 11-12
ENGINE PIPEWORK ��13-14
PUMP DRIVE ��.��15-17
COOLER AND FANS ��18-19
ENGINE LUBE SYSTEM ��20-31
ENGINE COOLING SYSTEM ................................................................................................32-38
ENGINE FUEL SYSTEM....................................................................................................... 39-46
ENGINE AIR / EXHAUST SYSTEM ..................................................................................... 47-58
ENGINE ECM ....................................................................................................................... 59-66
PURPOSE REVIEW �� 67
REASON REVIEW �� 68
COMPETENCY STATEMENT REVIEW �� 69
LEARNING OUTCOMES REVIEW �� 70
SAFETY BRIEFING
• Storm Shelter
4
PURPOSE

strategies of the MD6250 Rotary Drill Engine
Introduction.
5
REASON

Engine Introduction in order to provide effective
satisfaction.
6

strategies of the MD6250 Rotary Drill Engine
Introduction during a classroom post-assessment with
at least 80% accuracy.
7
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Engine

Introduction module, you will be able to:
Engine Introduction components
Engine Introduction service points
MD6250 Rotary Drill Engine Introduction
8
9
ENGINE - INTRODUCTION
The MD6250 Rotary Drill is fitte with a C27 ACERT Tier 2 or Tier 4 Final engine.
Refer to SERV1913 C27-C32 Engine Modules and SERV1981 Tier 4 Final General
Training�
This industrial engine is configured to produce a maximum of 875 horsepower

(652 kilowatts) and operate at three different rpm settings, 700 rpm, 1400 rpm, or
1800 rpm (maximum) which are selected manually by the operator. Some
functions are interlocked (will not operate at idle).
Access to engine configuration and parameters is available through CatET.

10
Key Changes
Key Changes: Changes from Tier 2 to Tier 4 for the C27 ACERT and C32 ACERT are as follows:
Updated fuel system
Pistons, rings, liners • Updated fuel system (MEUI C)
turbos
• Updated pistons, rings, and liners
A4 control
NRS system (1) • Updated turbochargers; rear mounted optional for C27 only
Exhaust Aftertreatment • Updated A4 control system for engine and aftertreatment
Water pump (2) • Added NRS system (1) with cooled re-circulated exhaust gas
• Addition of aftertreatment technologies (not shown)
• High capacity water pump (2) for increased cooling capacity
NOTE: The turbos, NRS Coolers, MEUI C Injectors, and ECM share commonality
with the C13-C18 platforms
3
5
11
ENGINE SKID
Components Mounted to Engine Skid:

• Engine (1)
• Compressor (2)
• Pump Drive Gearbox (3)
• Engine Skid (4)
• Torsional Coupling (5)
The Engine (1), Compressor (2), and Pump Drive Gearbox (3) are all rigidly
mounted into a fabricated frame called the Engine Skid (4).
The Compressor is installed onto the bell housing end of the engine, and driven
through a coupling.
The Pump Drive Gearbox is driven from the front of the engine through a Torsional
Coupling (5) with rubber elements.
Due to it’s location the Torsional Coupling may be exposed to engine oil. Engine
oil is detrimental when brought into contact with either the aluminum or rubber
components of the Torsional Coupling. Check for leaking oil seals between the
engine and the Torsional Coupling.
Excessive shaking of the Torsional Coupling may indicate imminent failure.

3
12
ENGINE SKID MOUNTS
Engine Skid Mounts Components:

• Engine Skid (1)
• Mainframe (2)
• Engine Skid Mounts (3)
The Engine Skid (1) is mounted to the Mainframe (2) using flexibl Engine Skid
Mounts (3).
This configuratio allows the Mainframe to fle independently from the Engine Skid
during the leveling process maintaining Power Train alignment.
The mounts between the Engine Skid and the Mainframe are subject to high
temperature and vibration. They should be checked for condition and security
regularly.
1 3
1
13
ENGINE AIR INTAKE
Engine Air Intake Components:

• Engine Air Filters (1)
• Engine (2)
• Compressor Air Intake Filter (3)
.
1 4 2 3 7
1 4 5 3
2
14
ENGINE PIPEWORK
• Air Induction from Engine Air Filters to Turbochargers (1)
• Exhaust from Turbochargers to Muffler (2)
• Hot, pressurized air from Turbocharger to Air-To-Air-Aftercooler (ATAAC) (3)
• Cooled pressurized air from ATAAC to Inlet Manifold (4)
• Hot coolant from Thermostat Housing to Engine Radiator (5)
• Coolant from Engine Radiator to Engine Water Pump Inlet (6)
• Air from Compressor Air Filter to Compressor Inlet Valve (7)
.
2
3
1
4
15
PUMP DRIVE
• Pump Drive Shaft Cover (1)
• Pump Drive Gear Box (2)
• Rubber Coupling Elements (3)
• Drive Tube (4)
• Socket Head Cap Screws (5)
The Pump Drive is driven from the front of the Engine Crankshaft and protection is
offered by an easily removed, bolt on, Pump Drive Shaft Cover (1).
Engine power is transmitted to the Pump Drive Gear Box (2) with four outputs.
The Drive Shaft uses torsional Rubber Coupling Elements (3) and a Drive Tube (4).
The Rubber Coupling Elements allow a small amount of misalignment.
Maintenance required is ensuring the Socket Head Cap Screws (5) are tight.
If excessive vibration is noticed, or appears to be increasing, check that all cap

screws are tensioned�
Also check that there is no movement of the Shaft on the Inner Spherical Bearing�
If there is any clearance between the Shaft and the Inner Spherical Bearing, when
the engine is running centrifugal force will throw the Drive Tube off center and out
of balance� The vibration will be felt even in the Operator’s Station�
4
3
5
2
16
PUMP DRIVE COMPONENTS
• Adapter Plate (1)
• Spherical Bearing (2)
• Drive Tube (Middle) (3)
• Rubber Elements (4)
• Socket Head Cap Screws (5)
An Adapter Plate (1) is bolted to the Engine Pulley. It has a boss fitted with a
Spherical Bearing (2).The Spherical Bearing fits into the center of the Drive Tube
(3)� This bearing supports and centralizes the Drive Tube� The Rubber Elements (4)
are axially bolted to the Adapter Plates, and radially bolted to the Drive Tube�
Note that the two Rubber Elements are different� The Rubber Element on the left
side is clamped to the Pump Drive Adapter Plate with the Socket Head Cap Screws
(5)� On the right side the cap screws pass through steel spacers that are tightened
up to the Engine Pulley� The Rubber Element can move lineally on these spacers
to ensure no end thrust is placed on either the Crankshaft Pulley or the Pump Drive
input�
Loctite MUST be used when installing the cap screws and they MUST be tensioned
to 501.65 Nm (370 ft/lbs)
17
.
2
4
FRONT OF DRILL
5
18
COOLER PACKS
There are two Cooler Packs on the MD6250 located at the front of the drill.
Left Cooler Pack Components:
• Compressor Oil Cooler (3 cores) (1)
• Hydraulic Oil Cooler (2)
Right Cooler Pack Components:

• Engine Radiator (3)
• Air-To-Air-Aftercooler (ATAAC) (4) (For engine intake air)
• Fuel Cooler (5)
4
19
COOLER PACK FANS
Cooling Pack Fans Components:

• Left Fan Motor (1)
• Right Fan Motor (2)
• Left Fan Shroud (3)
• Right Fan Shroud (4)
.
-20-
GLOBAL MANPOWER DEVELOPMENT
C27 C32 TROUBLESHOOTING

LUBE SYSTEM
SERV1913
SERV1913 - 10/11 -21- Module 1 - Lube System
21
Lubrication System
The lubrication system (components in red) on the C27/C32 is designed to supply

oil between 275 and 550 kPa (40-80 psi) under all engine operating conditions. The
oil manifold pressure is dependent upon the oil cooler and oil filter pressure drops.
The system features bypass valves if the differential pressure across the cooler or
the filters becomes too great
Oil Flows by Percentage: NOTE: Oil pressures will vary between applications. Check Service Information
• Piston Cooling Jets - 36% for the appropriate pressure for different applications.
• Cam Bearings - 15%
• Valve Mechanism - 11% NOTE: Cat DEO-ULS or oils that meet Caterpillar’s ECF-3 specification and
• Main Bearings - 6% the API CJ-4 oil category are required for use in nonroad Tier 4 United States
• Right Turbo - 5% Environmental Protection Agency (U.S. EPA) certified engines that are equipped
• Left Turbo - 5% with aftertreatment devices. For these engines, Caterpillar recommends the
• Gear Train / NRS Valve - 22% following oils:
• Cat Diesel Engine Oil - Ultra Low Sulfur (DEO-ULS) 15W-40 and
10W‑30
• Cat DEO-ULS SYN (synthetic) 5W-40
• Cat Cold Weather DEO-ULS 0W-40
1
2
22
Oil Pump
Oil pump mounted to bottom of the The above illustration is of the bottom of the engine. The oil pump (1) is mounted to
cylinder block the bottom of the cylinder block within the oil pan. The pump pulls oil from the oil pan
Oil pump is driven by the through the screened pickup tube (2). The oil then flows through the oil coole .
crankshaft gear
Pulls oil through pickup tube then
flows through oil cooler.
1
2
23
Oil Cooler / Oil Filters
Oil coolers flow to oil filters From the oil cooler (1), the oil flows through the oil filters (2). The oil will then flow into
Filters flow to right or left side of the main oil gallery on the right or left side of the block, depending on the location of
block the oil filters
NOTE: Engines equipped with an auxiliary oil filter will pick up oil out of a port
from the main gallery. Filtered oil will be returned to the oil pan.
5
6
2
3 24
Bypass Valves
Bypass valve in oil pump regulates The oil pump bypass valve (3) regulates the pressure of the oil that comes from the
pressure of oil pump oil pump (4). The oil pump can flow more oil into the system than is required, so the
oil pump bypass valve will open as the oil pressure increases. This allows oil to flow
back to the suction side of the oil pump.
Restriction in oil cooler or filter Cold oil causes a restriction through the oil cooler (1) and the oil filters (2). The oil
will open bypass valve in each cooler bypass valve (5) and the oil filter bypass valve (6) will open if the engine is
assembly cold, providing immediate lubrication to all components.
Oil cooler and filters will resume When the oil temperature rises to an acceptable range, the pressure difference in the
normal flow when oil warms or bypass valves decreases. This closes the bypass valves, restoring flow through the
restriction is removed (e.g., new oil cooler and oil filters
filters)
The bypass valves will also open when there is a restriction in the oil cooler or oil
filters.
NOTE: Bypass valve opening pressures will vary between applications.

9 3 6
5
4
8
1
7
2
25
Oil Gallery
Oil flows through cross-drilled Once the oil from the filters enters the block (7), the oil will flow through a set of cross
passages to the opposite gallery. drilled holes to the opposite oil gallery. The main gallery (1) distributes oil to the
following:
Crankshaft bearings • Crankshaft Main Bearings (2)

Piston cooling jets • Piston Cooling Jets (3)
Oil Gallery Extension
Right Turbo • Oil Gallery Extension (4)
Left Turbo • Right Turbocharger (8)
Rear Accessory Drives • Left Turbocharger (9)
Front Idler Gear Bearings
• Rear Accessory Drives (5), (if applicable)
• Live Front Idler Gear Bearings (6)
26
Crankshaft / Connecting Rod Bearings
Oil enters the crankshaft through Oil enters the crankshaft through holes in the bearing surfaces (journals) for the main
holes in the main bearings. bearing (1). Passages connect the journal for the main bearing with the journal for
Oil is delivered to piston pin the connecting rod (2). The oil flows upward through a drilled passage in the
bearing through drilled passage in connecting rod to the piston pin bearing (3).
connecting rod.
27
Oil Gallery Extension
Oil Gallery Extension supplies oil The Oil Gallery Extension (1) supplies oil to the lower front idler gear bearing (2) and
to the lower front idler bearing the NOx Reduction System Valve (not shown). Oil flows around the lower idler gear
Oil flows around idler bearing to bearing to the passage for the cylinder head. Oil then flows to the oil gallery (3) in the
passages in cylinder heads. Cylinder Head, which supplies oil to the camshaft bearings (4) and the rocker arms.
Oil flows through gallery in
cylinder head, which supplies oil to NOTE: The NOx Reduction System Valve will be covered in the Air Systems
camshaft bearings. Module of this course.
4
2
1
28
Front Gear Assembly
Front idler bearing feeds passage The idler gear bearing (1) is oiled by the oil gallery extension (2). The bearing for the
that supplies oil for stub shaft and stub shaft and gear (3) receives oil through a passage (4) in the block that receives
gear. oil from the front main crankshaft bearing.
4
3
6
29
Rear Gear Assembly
rear bearing supplies a passage in The rear crankshaft bearing (1) supplies a passage that supplies oil to the bearing for
the block to supply oil to the idler the cluster idler gear assembly (2). Both of these bearings are located within the
gear assembly. block. An external tube (3) supplies oil to an oil passage (4) in the rear housing
External tube supplies oil to assembly. This passage supplies oil to idler gears (5). The NRS Valve return oil is
passage in rear housing to supply returned to the rear housing (6) through an external line.
oil to idler gears.
NOTE: The rear camshaft bearings are supplied oil from the cylinder head
assemblies.
1
2
30
Piston Cooling
The above illustration shows the underside of a piston/liner assembly. The connecting
rod and piston pin have been removed for detail. An oil cooling chamber is formed by
the forged cavity beneath the piston crown, as well as behind the ring grooves and
two plates below the piston crown.
Oil flows from (1) to the cooling Oil flow from one tube of the piston cooling jet (1) enters the cooling chamber through
chamber through (2) and returns a slot (2) in one of the cover plates and returns to the oil pan through the slot (3) in
through (3). the plate on the opposite side of the piston. The second tube (4) of the cooling jet
(4) supplies oil to the center of the directs oil at the center of the piston crown (5) and the piston pin (removed for clarity).
piston crown Two holes have been drilled from the interior of the piston to the piston oil ring groove
to drain excess oil from the oil ring.
Care must be used when servicing Care must be used when working near or servicing the oil jets. For proper piston
oil jets or working near them. oiling/cooling, oil jets must be secured to the block within the machined slot on the
Damaged oil jets will cause engine block (arrow). The oil jet in the illustration has been removed from the machined slot
damage. for clarity.
NOTE: The C32 uses a slightly different piston style than the C27. The C32 uses
a full piston skirt.
31
Crankcase Ventilation
The crankcase vents (1) allow blow-by gases from the cylinders during engine
operation to escape from the crankcase. The blow-by gases discharge through the
cylinder head to breathers connected to the crankcase vents. This prevents pressure
from building up that could cause seals or gaskets to leak. Excess oil that is collected
from the blow-by gases are routed through lines (2) that return to the oil pan.
NOTE: Not all applications will use crankcase vents. Some applications may
route blow-by gases to atmosphere using only the breathers.
-32-
SERV1913 - 10/11 -33- Module 2 - Cooling System
33
Cooling System
Pressurized cooling system: The C27/C32 has a pressurized cooling system, which offers two advantages:
Cooling system can operate at
higher temperature • The cooling system can operate safely at a temperature that is higher
Prevents cavitation in the water than the normal boiling point of water.
pump
• The cooling sytem prevents cavitation in the water pump, reducing air or
steam pockets.
NOTE: The radiator cap must have the correct pressure rating in order to
maintain the recommended cooling system operating pressure. Consult
Technical Marketing Information (TMI) for application specific information.
The coolant mixture must be a minimum of 30 percent glycol base antifreeze for
efficient water pump performance.
Some applications use a shunt line. This line is used to provide a constant head
pressure at the water pump inlet, reducing pump cavitation during rapid engine
speed changes.
7
6
4 3
2
5
1
34
Coolant Flow
Coolant is pulled from the bottom Under normal operating conditions, coolant is pulled from the bottom of the radiator
of the radiator into the inlet of the (1) into the bottom inlet of the water pump (2). The coolant exits the back of the pump
water pump directly into the engine oil cooler (3) and right NOx Reduction System cooler (4).
Coolant exits pump and flows to oil
cooler and right NRS cooler The coolant enters the engine block (5) after flowin throught the oil cooler. The
Oil cooler coolant flows to engine coolant then flow to water jackets that surround the cylinder liners. Coolant flow
block; right NRS cooler flows to left through the left NRS cooler after passing through the cooler for the right NRS.
NRS cooler.
Cylinder block flows through From the cylinder block the coolant flow through passages in the cylinder heads (6).
passages in cylinder heads, which These passages flo coolant around the unit injector sleeves, as well as the inlet and
flow coolant around unit injector exhaust passages. The coolant then enters the water temperature regulator housing
sleeves, inlet passages, and (7). The temperature regulators in the housing will send coolant into the top inlet of
exhaust passages. the water pump or into the radiator, depending on coolant temperature.
Coolant then enters regulator
housing, where coolant is directed
to radiator or back to water pump. NOTE: Some applications use jacket water to cool the turbochargers (e.g., D10T
Track-Type Tractor). Coolant may also flow through a transmission oil cooler,
brake oil cooler, and/or manifolds. These will not be covered in this module. See
Service Information for coolant flow in these applications.
35
Water Pump
Water pump is on right side of the The water pump (1) is located on the right side of the cylinder block. The pump is
cylinder block gear driven from the engine’s front gear group and provides higher flo than previous
Pump is gear driven pumps.
Higher flow than previous pump
Coolant can enter the pump from the inlet at the bottom of the pump (2) or the bypass
line (3) at the top of the pump, depending on the temperature of the coolant.
4
3
36
Oil Coolers / Right NRS Cooler
Water pump to engine oil cooler Coolant flow from the water pump through the engine oil cooler (1). Coolant exits
and right NRS cooler the oil cooler and enters the block. Coolant also flow from the back of the water
Coolant exits oil cooler and enters pump, through the right NRS cooler tube (2), and to the right NRS cooler (3). Coolant
block from the right NRS cooler flow through a tube (4) attached to the rear housing.
Coolant exits NRS cooler and
flows through tube attached to rear
housing
1
3
37
Right/Left NRS Coolers
Coolant flows from right NRS Coolant flow from the right NRS cooler (1), through a passage (2) in the rear
cooler through passage in rear housing, to the left NRS cooler (3). Coolant from the left NRS cooler then flow to the
housing to left NRS cooler regulator housing.
Coolant then flows to regulator
housing
2 1
38
Water Temperature Regulators
Two temp regulators control Two water temperature regulators (1) control the direction of coolant flo . These
coolant flow. Regulators are closed regulators are closed when the coolant temperature is below the normal operating
when coolant is below operating temperature. Coolant is directed through the bypass tube (2) and into the top inlet of
temperature, directing coolant to the water pump. Coolant also flow from the left NRS Cooler through a tube (3) to the
the bypass tube. regulator housing.
Regulators open when temperature When the temperature reaches the normal operating temperature, the regulators
reaches normal operating open. Coolant will then flo through the outlet (4) to the radiator.
temperature, directing coolant to
radiator The water temperature regulators are an important part of the cooling system. These
regulators divide coolant flo between the radiator and the bypass tube in order
to maintain normal operating temperature. If the regulators are not installed in the
system, the engine will overheat in hot weather, as well as not reach normal operating
temperature in cold weather.
-39-

FUEL SYSTEM
SERV1913
SERV1913 - 10/11 -40- Module 3 - Fuel System
40
Overview
The C27 ACERT™ and C32 ACERT utilizes a Mechanically actuated Electronic Unit
Injector (MEUI-C) fuel system, similar to other Tier 4 engines.
There are a few differences in the flow of fuel on the C27 ACERT/C32 ACERT and
the regulators in the MEUI-C fuel system compared to other Tier 4 engines. This fuel
system will be explained in the next few slides.
41
Primary Fuel Filter / Water Separator / Priming Pump
Fuel is pulled through the primary fuel filter/water separator (1) by the mechanical
fuel transfer pump. The filter is rated to 10 microns
An electric fuel priming pump (2) is located on the primary fuel filter base. This pump
is used to evacuate air from the fuel system. The system will fill with fuel as the air is
removed. The fuel priming pump is used primarily when the engine runs out of fuel.
1
6
4 4
3
2
42
Fuel Flow
The mechanical fuel transfer pump (1) pulls fuel from the tank through the primary
fuel filter for supply to the engine. Fuel then flows to the secondary and tertiary filters
(2).
After exiting the filters, fuel enters the left and right cylinder heads at locations (3).
Return fuel exits the cylinder heads at locations (4).
Return fuel from both heads combines into one line at the fuel manifold containing
the dual regulators (5) and returns to the fuel tank at location (6). The regulators keep
the fuel pressure at 650 kPa (94 psi) at 700-900 rpm and 705 kPa (102 psi) at 1800
rpm. If fuel pressure from either the left or right hand side of the engine exceeds 705
kPa (102 psi), then the fuel will flow back to tank
2
1 3
43
Secondary and Tertiary Fuel Filters
The secondary fuel filter base contains four key components.
The Fuel Temperature Sensor (1) measures the temperature of the fuel at the
secondary fuel filter base.
The Differential Pressure Switch (2) measures the pressure differential across the
secondary fuel filte . This pressure switch allows for detection of secondary fuel filter
plugging.
The Absolute Fuel Pressure Sensor (3) measures the pressure of the filtered fuel.
The Absolute Fuel Pressure Sensor is physically located between the secondary and
tertiary 4 micron filters
The Scheduled Oil Sampling (S•O•S) fuel sampling port (4) can be used to sample
fuel as part of a preventative maintenance program. The S•O•S port should not be
used to measure the fuel pressure during troubleshooting, as these fuel pressure
readings will be incorrect.
5 1
2
3
44
Secondary/Tertiary Fuel Filter Base
The delta pressure switch (1) has two separate holes that are separated by o-rings in
the sensor body. The secondary filter base port for the delta pressure switch has two
drilled passages that intersect with the secondary inlet passage (2) and secondary
outlet passage (3). These passages supply fuel to each of the two holes in the delta
pressure body. There is a diaphragm inside the delta pressure switch that will send
a signal to the Engine ECM when the delta pressure between the two fuel passages
reaches 103 kPa (15 psi). The switch will close when the delta pressure drops to
69 kPa (10 psi).
The Absolute Fuel Pressure Sensor (4) measures the fuel pressure between the
secondary and tertiary filters. The Fuel Temperature Sensor (5) measures the
temperature of the fuel as it exits the tertiary filte .
45
Fuel Injectors
The C27 ACERT/C32 ACERT utilize Mechanically actuated Electronic Unit Injectors
(MEUI-C).
The fuel inside the injector is pressurized mechanically when the rocker arm
depresses the injector using a dedicated lobe on the camshaft. The Engine ECM
electronically controls the start, stop, and duration of the fuel injection by energizing
and de-energizing one solenoid, which controls two coil assemblies, contained within
the injector.
One coil controls the fill/spill valve which allows or prevents fuel to freely flow into and
out of the injector. When this valve is closed, the injector is able to pressurize the fuel
contained within the injector when the rocker arm depresses the injector.
The second coil controls the Direct Operated Check (DOC) valve. The purpose of
the DOC valve is to hold the nozzle check in the closed position, preventing fuel from
injecting. The DOC valve will remain closed until sufficient pressure (as determined
by timing) is developed inside the injector.
C27/C32 Tier 4i engines use single- The MEUI-C injector utilizing the DOC valve allows for higher injection pressures,
shot injection strategy for fuel regardless of engine speed and load. Higher injection pressures yield greater
injection. atomization of the fuel, which results in a more complete combustion of the fuel.
46
MEUI-A and MEUI-C Fuel Injector Adjustment
Although similar in appearance, the height adjustment for MEUI-A (left) and MEUI-C
(right) injectors are different. MEUI-A injectors use a Injector Height Gauge to set the
injector height to 78.0 +/- 0.2 mm (3.07 +/- 0.01 in.)
Consult Service Information for more information regarding injector height

adjustment.
-47-

AIR/ EXHAUST SYSTEM
SERV1913
SERV1913 - 10/11 -48- Module 4 - Air/Exhaust System
48
Air and exhaust system controls In this presentation, the NOX Reduction System (NRS) and associated components,
the quality and amount of air as well as the aftertreatment system and its associated components, of the C27
available for combustion ACERT™/C32 ACERT will be discussed. The components of the air and exhaust
Controls level of oxides of nitrogen system control the quality and amount of air that is available for combustion, as well
in the exhaust as the level of nitrogen oxide (NOX) in the exhaust. The air inlet and exhaust system
consists of the following components:
Air cleaner • Air cleaner

NOx Reduction System (NRS) • NOX Reduction System (NRS)
Turbocharger
Aftercooler • Turbocharger
Cylinder head • Aftercooler
Cylinder/Piston • Cylinder head
Inlet manifold
• Cylinder/Piston
Exhaust manifold
Diesel Oxidation Catalyst (DOC) • Inlet manifold
• Exhaust manifold
• Diesel Oxidation Catalyst (DOC)/Muffle
2
4
3
49
Intake
Intake air passes through the filter, Intake air enters the precleaner and passes through the air filte before reaching the
then the compressor side of the compressor side (1) of the turbochargers. The boosted air (2) is then routed to the Air
turbocharger. Boosted air is then to Air Aftercooler (ATAAC) (3).
routed to the ATAAC.
Compressed air increases in temp When the intake air is compressed by the turbocharger, the temperature of the air
to 204 °C (400 °F). ATAAC cools air increases to approximately 204 °C (400 °F). To improve combustion, the boosted air
to 46 °C (115 °F). is cooled to 46 °C (115 °F) by the aftercooler before it reaches the cylinder head.
Air is then routed to NRS mixer, As the air exits (4) the ATAAC, it is routed to the NRS Mixing Manifold (5). The
where cooled air is mixed with cooled, boosted air mixes with small amounts of cooled exhaust gas before entering
small amounts of cooled exhaust the intake manifold.
gas before entering intake.
The intake manifold routes the intake air to each cylinder for combustion. Intake air
enters one side of the cylinder head and exits the other side as exhaust gas.
2
5
4
50
Exhaust
Exhaust gases drive the turbine Exhaust gas from each cylinder enters the exhaust manifold. The exhaust flo spins
wheel of turbo. the turbine wheel (1) in the turbocharger on its way to the Diesel Oxidation Catalyst
(DOC) (2).
Exhaust exits through DOC/Muffler. After leaving the turbocharger, the exhaust is routed through the DOC; the exhaust
then exits through the exhaust stack.
Power Systems do not require a NOTE: Power generation applications will not use a DOC. Emissions
DOC; NRS can reduce emissions requirements for this application can be met using the NRS only.
enough.
A portion of the exhaust from the A portion of the exhaust gas from the firs three cylinders of each bank flow into the
first three cylinders of each bank is NRS Coolers (3). The exhaust stream exits the NRS Cooler and flow into the NRS
routed to the NRS Coolers. Venturi (4) where key measurements are taken that contribute to NRS mass airflo
calculations.
Exhaust exits NRS Coolers, flows From the NRS Venturi, the exhaust stream flow through the NRS Valve (5), which
through NRS Valve, finally entering regulates the volume of gas that enters the NRS Mixer. The cooled exhaust mixes
NRS Mixer. with boosted air from the aftercooler prior to entering the intake manifold.
51
Diesel Oxidation Catalyst (DOC)
Platinum and Paladium are the The Diesel Oxidation Catalyst (DOC) is a flow-throug device that consists of a
catalysts for the C27 ACERT/C32 ceramic substrate with a catalytic coating containing precious metal applied to the
ACERT. surface. The DOC unit assembly has a round cross-section to eliminate nonuniform
thermal gradients.
As exhaust gas from the engine passes over the catalyst, a chemical reaction takes
place. This reaction oxides carbon monoxide (CO), hydrocarbons (HC), and soluble
organic fractions (SOF), which are hydrocarbons that have attached to particulate
matter. This process effectively reduces exhaust emissions.
52
Turbochargers
Next Generation Turbos The C27 ACERT/C32 ACERT uses a Next Generation Turbocharger. Internally, the
(asymmetrical) are used turbocharger uses a design with two different sized scrolls to stream exhaust across
Two different sized scrolls helps the turbine wheel. This design helps the turbocharger spool up faster and provides a
turbos spool faster, as well backpressure in the exhaust manifold to provide a positive pressure to force exhaust
as provide a backpressure for flo through the NRS.
adequate NRS flow
Exhaust from the first three Exhaust gas from the front half of cylinders (cylinders 1-6) flow directly into the
cylinders of each bank flows smaller scrolls in the two turbine housings (i.e., cylinders 1-3-5 on the left turbo and
directly into the smaller scrolls. 2-4-6 on the right turbo). Exhaust gas from the rear half of cylinders (7-12) flow into
Exhaust gas from the rear the larger scrolls in the turbine housings.
cylinders of each bank flows into
the larger scrolls.
(2) Small Scroll

Higher Backpressure
(1) Large Scroll

Lower Backpressure
53
Scrolls
The small scroll provides a more focused flo of exhaust gas compared to that
of the larger scroll. This creates a higher velocity exhaust stream that targets the
most efficien segment of the turbine fi profile This helps spin the turbine wheel
faster at lower engine rpm than if the scrolls were of equal size. From a performance
standpoint, the small scroll reduces turbocharger lag and produces improved engine
response at lower speeds.
With the Balance Valve closed, the The image above illustrates the two different sized scrolls that are housed in the
exhaust which passes through the turbine housing.
small scroll of the next generation
turbocharger impacts the turbine When the Balance Valve opens, the pressure in the exhaust manifolds for cylinders
fin at its most efficient point. 1-6 is reduced. The pressure is reduced because the exhaust is allowed to flo
through both the small and large scrolls of the turbocharger.
When the pressure of the two The pressure across the two scrolls is unequal when the Balance Valve is closed.
scrolls is equalized or “balanced” This is due to a higher backpressure in the smaller scroll and a lower backpressure
due to the Balance Valve opening, on the larger scroll.
the velocity of the exhaust which
is passing through the small
scroll is reduced. Therefore, the
turbocharger is essentially made
less efficient.
54
Balance Valve
Balance Valve provides pressure The main function of the Balance Valve, when in the open position, is to provide
relief in the front cylinders during pressure relief in the exhaust manifolds of cylinders 1-6 during periods of high speed
high speed and load and load. Additionally, the Balance Valve provides a method to prevent turbocharger
over-speed if necessary.
Exhaust manifold pressure is When the Balance Valve is in the open position during periods of high speed and
adequate to force exhaust flow into load, there is enough exhaust manifold pressure to drive the exhaust flo into the
the NRS when Balance Valve is NRS. However, with the Balance Valve open, the exhaust manifold pressures are too
open periodically. A Balance Valve low under partial load conditions, or high load/low speed conditions to force the
held open will not allow exhaust to exhaust gases from cylinders 1-6 into the NRS.
flow through NRS.
Lower pressures lower fuel When the pressures in the exhaust manifolds are reduced from cylinders 1-6, gains
consumption and exhaust can be made in fuel consumption and exhaust temperatures are lowered.
temperatures
Balance Valve is closed during The Balance Valve will be closed under most of the operating range of the engine,
most of the engine’s operating including partial load conditions and high load/low speed conditions (such as peak
range, forcing the exhaust from torque).
cylinders 1-6 into the NRS
In the closed position, the Balance Valve creates backpressure in the exhaust
manifolds for cylinders 1-6. This backpressure is responsible for forcing the exhaust
gases from cylinders 1-6 into the NRS.
1
9_1
1
55
Top photo: Balance Valve closed The top image illustrates the Balance Valve (1) in the normally closed position.
Bottom photo: Balance Valve open
Passage (2) is where rear cylinders The bottom image illustrates the Balance Valve in the open position. In addition, this
on each bank enter the Balance image shows the passage (2) where the exhaust from cylinders 7, 9, and 11 (left
Valve housing side) or 8, 10, and 12 (right side) enters the Balance Valve housing. This passage on
the left and right turbos allow the exhaust from cylinders 1-6 to mix with the exhaust
from cylinders 7-12 when the Balance Valves are open. This all happens within the
Balance Valve housing, thus simulating a single scroll feeding exhaust gas into the
turbine.
NOTE: The cover of the Balance Valve will prevent the Balance Valve from
opening as far as the bottom illustration shows. The cover has been removed
and the Balance Valve opened for illustrative purposes.
56
Exhaust gas from the small scroll In this cutaway view, when the actuator opens the Balance Valve, exhaust gas from
enters the valve housing the small scroll enters the valve housing. The exhaust gas from the small scroll then
Gas from the small scroll mixes mixes with the exhaust gas from the large scroll, which is already circulating inside
with gas from the large scroll, the Balance Valve housing.
which is already circulating in the
BV housing This equalizes the gas pressure across the two scrolls and reduces the backpressure
Pressure across the two scrolls is in the exhaust manifold for cylinders 1, 3, and 5 or 2, 4, and 6. Turbocharger speed
equalized across the two scrolls, is also decreased.
backpressure in the front exhaust
cylinders is reduced, and turbo
speed is decreased.
2
3
57
Balance Valve Circuit
The Balance Valve circuits for the right and left hand sides of the engine are shown
above.
Boosted air is sampled and Boosted air is sampled via a fittin on the NRS Mixer (1). It is then directed into the
directed into the BV solenoid Balance Valve solenoid (2).
When the Engine ECM de-energizes When the Engine ECM de-energizes the Balance Valve solenoid, the boosted air
the BV solenoid, the boosted air is exits the Balance Valve solenoid into a shared supply line (3). This line connects to
routed to a shared supply line that the Balance Valve actuating cans (not shown) for the next generation turbochargers
is connected to both BV actuating on both the right and left hand sides of the engine.
cans
2 1
58
The balance valve is normally Balance Valve Solenoid

closed. The solenoid must be
energized to keep the balance The armature (1) within the balance valve solenoid is responsible for allowing
valve closed. or prohibiting pressurization of the entire balance valve system. The vent (2) is
responsible for purging residual pressure from the balance valve system once it is
closed. Without the vent, there would constantly be pressure on the balance valve
actuator.
When the charge air pressure supplied to the balance valve actuator exceeds a
predetermined limit, the Balance Valve will open and the turbocharger speed will be
decreased, protecting the engine.
The armature (shown in red) blocks the charge air from flowin to the balance valve
actuator when energized. Electrical current is continuously applied to the balance
valve solenoid to keep it closed.
NOTE: Engine speed must be present for this operation to occur (i.e. if the key
is on but the engine is not running, the balance valve solenoid will remain open).
The balance valve solenoid is activated by the ECM when the conditions of the
performance map are met. When the solenoid is open, the charge air pressurizes the
balance valve system. If enough pressure is available (approx. 20 psi) the balance
valve will open. The open position is the fail safe position for the balance valve
solenoid.
When no electrical current is being applied to the solenoid, the balance valve solenoid
is open. This is a fail safe design which would protect the turbocharger in the event
electrical power is lost to the balance valve solenoid.
-59-

ELECTRONIC CONTROL MODULE
MODULE 6 • TEXT REFERENCE
SERV1913 c.·
SERV1913 - 11/11 -60- Module 6 - Electronic Control Module
ELECTRONIC CONTROL UNIT

SIGNAL PROCESSING
Initial Signal Conditioning Microprocessor Actuator
Power
Switch
Switches Digital
Senders Input
Sensors Signal Power
Protective Circuit
Switch
Solenoids
Digital
Lamps
Signal Power-gain
Horns
Processing Amplifier
Switches Analog
Amplifier/ A/D D/A
Senders Input
Filter Converter Converter
Sensors Signal
Power-gain
Amplifier
60
Electronic Control Unit (ECU)
ECU cannot be repaired, so it’s ECUs are sophisticated computers. They contain electronic power supplies, central
more important to know it’s processing units, memory, sensor input circuits, and output driver circuits. They
functions and how to use the communicate with other electronic controls over a bidirectional data link.
ECU to troubleshoot an electronic
circuit. Most ECUs used in Cat® electronic control systems use three types of inputs:
Three types of inputs: • Switch: Measures the state of a switch (open or grounded)
-Switch • Analog: Measures the amplitude of a signal (generally between 0 - 5
-Analog volts)
-Digital
• Digital: Measures a frequency (speed) or the pulse width of a periodic
signal.
Digital input signals are sent to the ECU’s processor, while analog signals are
filtered, amplified, and converted to a digital signal before being sent to the ECU’s
processor.
ECU controls fuel system, An electronically controlled engine or machine cannot operate without the ECU. All
performance, etc. aspects of the system—from the fuel system, implements, controls, engine
performance, transmission, etc.—are all controlled by an ECU.
ECU software contains the control The ECU software contains control formulas. Depending on the data, an almost
formulas unlimited number of logical operations can be established for storage and processing
in the form of parameters, characteristic curves, and multidimensional program
maps.
Outputs are called drivers The type of ECU used is determined by engineering and is based on the types of
inputs and outputs. Most output controls are called “drivers,” which identifies the
output characteristics, such as current and voltage drivers.
NOTE: ECUs are not serviceable, so understanding ECU internal operation is

not as important as how the ECU interacts with the machine or engine. It is
important to know how to use the ECU to troubleshoot the wiring harness and
electronic component faults. Since ECUs are programmable, it is also important
to understand the parameters that can be programmed into the ECU, which can
change engine or machine performance.
ECUs can: ECUs can:

-Accept input data • Accept input data (sensors, switches, etc.)
-Control outputs
-Indicate active faults and events • Control outputs (solenoids, relays, lamps)
-Log faults and events • Indicate active faults and events, log faults and events
-Record data • Provide insight to circuit integrity
• Record data (Datalog, Histogram)
ECUs cannot: ECUs cannot:
-Troubleshoot themselves • Troubleshoot themselves
-Fix themselves
-Identify marginal component • Fix themselves
performance • Identify marginal component performance
-Identify inaccurate sensor • Identify inaccurate sensor readings
readings
• Create horsepower
62
56 MHz processor The A4:E4 ECU for the C27/C32 has a 56 MHz processor, a 2 MB Flash ROM, and
2 MB flash ROM a 512 kb RAM. The ECU has a 70-pin connector and a 120-pin connector capable of
512 kb RAM receiving and sending signals. Diagnostic and programming functions must be
performed with a laptop computer with Cat ET software installed. The ECUs can be
reprogrammed with a flash file using the WinFlash application of Cat ET.
The A4 electronic controls do not have diagnostic windows to access diagnostic

information. To perform diagnostic and programming functions in the A4 electronic
controls, the participant must use a laptop computer with Cat ET or other appropriate
software depending on the product application.
A4 pin-outs are common across The A4 ECU connector allocations, including power supplies, grounds, and data link
all applications (engine to engine; connections, are common across applications.
machine to machine)
NOTE: The A4 family includes several ECU configurations including some
applications with a single 70-pin or two 120-pin connectors.
TYPICAL SERVICE TOOL CONFIGURATION
CATERPILLAR
TRANSMISSION ECU MONITORING SYSTEM
R 8 8
CAT DATALINK + CAT DATALINK +
CAT DATALINK - 7 7 CAT DATALINK -
OFF C
ON S
ST B
KEY SWITCH A BC D E FG HJ P1 J1 ENGINE ECU

70 BAT+ (SWITCHED)
65 BAT-
8 CAT DATALINK +
9 CAT DATALINK -
34 CAN DATALINK -
SERVICE TOOL
50 CAN DATALINK +
CONNECTOR
ATA DATALINK -
ATA DATALINK +
63
Data Links
Inputs are monitored and shared All sensors and switches that provide input to an ECU can be shared with other
with other ECUs over data links, ECUs over data links. The ability to share the inputs eliminates the need for more
eliminating need for multiple than one sensor in the same system. A laptop computer with Cat ET can also be
sensors. ECUs communicate with connected to the data link, making it possible to view the information that is being
other ECUs using data links transmitted between the ECUs.
CAN (J1939) Caterpillar uses two types of data links on the C27/C32—Cat Data Link (CDL) and
CDL Controller Area Network (CAN). CDL is used on all Cat electronically controlled
machine systems. The CAN data link (SAE J1939) is used on all newer Cat
electronically controlled machine and engine systems. American Trucking Association
(ATA) data links will not be used for C27/C32 applications.
Shown is a diagram of a typical data link wiring schematic. All electronic Cat engines
and machines will have a Service Tool Connector, typically a round 9-pin Deutsch HD
connector. This connector is used to connect a Communications Adapter into the ECU
data link. Each pair must be twisted together to protect the data link from electrical
interference, or “noise,” which can interfere with the data being transmitted.
Service tool connector pin-out The Service Tool Connector pin-out is the same throughout the Caterpillar product
line. The pin out is as follows:
A - Power (powers the Communications Adapter)

B - Ground (ground for the Communications Adapter)
C - CAN Shield (J1939)
D - CDL +
E - CDL -
F - CAN (J1939) Data Link -
G - CAN (J1939) Data Link +
H - ATA (J1587) Data Link -
J - ATA (J1587) Data Link +
NOTE: In most applications J1:8 and J1:9 are used for CDL. On-Highway Truck
applications use J1:8 and J1:9 for ATA. CDL is not used for On-Highway Truck
applications.
SERV1913 - 11/11 65- Module 6 - Electronic Control Module
ECU POWER SUPPLY CIRCUIT
BATTERY ECU
FRAME/CHASSIS
GROUND P1 J1
(-) 61 (-) BATTERY
DISCONNECT 63 (-) BATTERY
SWITCH 65 (-) BATTERY
(+) 48 (+) BATTERY
52 (+) BATTERY
53 (+) BATTERY
FUSES 70 (+) SWITCHED POWER
WIRE FUNCTION COLOR CODE
(+) BATTERY SUPPLY WIRES R
(-) BATTERY SUPPLY WIRES

CIRCUIT BREAKER C OFF
S ON
B ST
KEY SWITCH
65
ECU Power
Shown is a diagram of the power circuit for an ECU. All ECUs require power and
ground circuits in order to function. Most machine and all engine ECUs require both
switched (key switch) and unswitched battery power. Unswitched battery negative is
also required.
All ECU power, switched or unswitched, must be fuse protected. Check service
information for the application you are working with to determine the proper fuse
rating required. The switched power also provides voltage to communication ports
Switched power “wakes” an (typically found as a 9-pin Deutsch HD connector). A Communications Adapter will
ECU from standby. A Comm not communicate with an ECU unless the Adapter and the ECU has switched
Adapter may have the power power.
lamp illuminated, but this is not
indicative of keyswitch power Typically, more than one unswitched battery power and battery negative wires are
being present at the ECU, only at required. Check the electrical schematic for the application you are working with for
the Service Tool connector. specific information. The unswitched power and negative provides two functions.
The first is to keep internal memory circuits powered while the ECU is not in use.
Current in parallel = IT=I1+I2+I3... Secondly, unswitched powers and grounds provide additional current to the ECU
under heavy loads. An example of this is when multiple output drivers, such as
injector solenoids, are under heavy load.
The battery negative wires are internally grounded to the ECU casing. It is important
that the ECU grounding strap is properly installed to ensure the ECU has a proper
bond to chassis ground.
ECU CONNECTOR (P1)
1 2 3 4 5 8 8 9 10 11 12 13
13 1
23 14 14 23
>PEI<
31 24 24 31
39 32 32 36
47 40 40 47
57 48 48 57
70 58 58 1
58 59 60 61 62 63 65 66 67 68 69 70
ECU SIDE HARNESS SIDE
66
ECU Power
An example of multiple ECU powers and grounds is illustrated above. Shown is an

illustration of the J1/P1 connector for an ADEM III or A:4 Engine ECU. The pins for
power and ground are filled in black:
• Pins 48, 52, and 53 are unswitched power

• Pins 61, 63, and 65 are unswitched ground
• Pin 70 is switched (key switch) power
NOTE: The illustration above is an example of multiple power and ground

circuits on an engine ECU. Be sure to check the appropriate service literature to
identify ECU power circuits for your application.
PURPOSE REVIEW

Engine Introduction.
67
REASON REVIEW

Engine Introduction in order to provide effective
satisfaction.
68
You have demonstrated that you can accurately locate

and identify major components, major service points,
and be able to describe the operational strategies of
the MD6250 Rotary Drill Engine Introduction during
a classroom post-assessment with at least 80%
accuracy.
69
You are able to:

Engine Introduction components
Engine Introduction service points
by the components MD6250 Rotary Drill Engine
Introduction
70
MD6250 Rotary Drill

Air System/Compressor
SERV2107
SERV2107 - 03/18 -3- Module 5 - Air System/Compressor
TABLE OF CONTENTS
PURPOSE�� 6
REASON�� 7
COMPETENCY STATEMENT ..................................................................................................... 8
LEARNING OUTCOMES ............................................................................................................ 9
POWER TRAIN ......................................................................................................................... 10
COMPRESSOR-ENGINE COUPLING .......................................................................................11
COMPRESSOR INPUT SHAFT SEAL ...................................................................................... 12
COMPRESSOR INSPECTION APERTURE ............................................................................. 13
COMPRESSOR AIR INDUCTION AND FILTERS................................................................ 14-15
LOW PRESSURE COMPRESSOR........................................................................................... 16
PRINCIPLES OF AIR COMPRESSION ................................................................................17-19
COMPRESSOR OIL CIRCUIT - LOW PRESSURE SYSTEM .................................................. 20
AIR RECEIVER TANK - LOW PRESSURE BOTTLE TANK ..................................................... 21
SEPARATOR ELEMENT ........................................................................................................... 22
COMPRESSOR AIR END ......................................................................................................... 23
COMPRESSOR OIL ............................................................................................................. 24-25
DISCHARGE ........................................................................................................................26-28
SCAVENGE CIRCUIT - LOW PRESSURE SYSTEM ............................................................... 29
OIL STOP VALVE/OIL DISTRIBUTION MANIFOLD - LOW PRESSURE SYSTEM.................. 30
SAFETY RELIEF VALVE - LOW PRESSURE SYSTEM ........................................................... 31
THERMOSTATIC VALVE .................................................................................................... 32-34
POPPET INLET VALVE ....................................................................................................... 35-37
COMPRESSOR CONTROL PANEL - POPPET INLET......................................................... 38-39
POPPET INLET CIRCUIT .................................................................................................... 40-43
SPIRAL VALVE .....................................................................................................................44-45
NOTES ...................................................................................................................................... 46
BUTTERFLY INLET VALVE ...................................................................................................... 47
COMPRESSOR CONTROL PANEL - BUTTERFLY INLET .......................................................48
COMPRESSOR OIL PRESSURE MONITORING ..................................................................... 49
RUNNING BLOWDOWN VALVE - BUTTERFLY INLET ........................................................... 50
tABLE OF CONtENtS CONtINUED

MAIN AIR VALVE ....................................................... .............................................................. 51
COMPRESSOR OIL FILTER .....................................................................................................52
TROUBLESHOOTING .............................................................................................................. 53
NOTES ..................................................................................................................................... 54
HIGH PRESSURE COMPRESSOR ......................................................................................... 55
COMPRESSOR FUNCTION .................................................................................................... 56
DISCHARGE CHECK VALVE AND HOSE ............................................................................57-58
HIGH PRESSURE RECEIVER TANK ........................................................................................ 59
HIGH PRESSURE SEPARATOR ELEMENT ........................................................................... 60
SCAVENGE CIRCUIT ............................................................................................................... 61
SAFETY RELIEF VALVE ...........................................................................................................62
LUBRICATION / COOLING CIRCUIT.......................................................................................... 63
TEMPERATURE MONITORING ............................................................................................... 64
THERMOSTATIC VALVE .......................................................................................................... 65
MINIMUM PRESSURE VALVE ................................................................................................. 66
OIL STOP VALVE - OIL DISTRIBUTION MANIFOLD.................................................................... 67
HIGH PRESSURE POPPET INLET ......................................................................................68-70
COMPRESSOR CONTROL PANEL - HIGH PRESSURE ....................................................71-77
AUXILIARY PRESSURE REGULATOR ................................................................................... 78
WATER SEPARATOR .............................................................................................................. 79
AIR SERVICE UNIT .................................................................................................................. 80
THREAD GREASER .................................................................................................................. 81
NOTES ...................................................................................................................................... 82
PURPOSE REVIEW ................................................................................................................... 83
REASON REVIEW ..................................................................................................................... 84
COMPETENCY STATEMENT REVIEW ..................................................................................... 85
LEARNING OUTCOMES REVIEW ............................................................................................ 86
SAFETY BRIEFING
• Storm Shelter
5
PURPOSE

strategies of the MD6250 Rotary Drill Air System/
Compressor.
6
REASON

Air System/Compressor in order to provide effective
satisfaction.
7

strategies of the MD6250 Rotary Drill Air System/
Compressor during a classroom post-assessment with
at least 80% accuracy.
8
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Air

System/Compressor module, you will be able to:
• Locate and identify major MD6250 Rotary Drill Air
System/Compressor components
the MD6250 Rotary Drill Air System/Compressor
MD6250 Rotary Drill Air System/Compressor
9
3 3
2 2
1 1
5
10
POWER TRAIN
Power Train Components:

• Engine (1)
• Pump Drive Gearbox (2)
• Hydraulic Pumps (3)
• High Pressure Compressor (4)
• Poppet Inlet Valve (5)
• Low Pressure Compressor (6) with Butterfly Inlet Valve
Different configurations may be installed and are easily identified. High pressure
units (left) have the inlet on the side, with low pressure units (right) have the inlet
on top. Either may be fitted with poppet (5) or butterfly inlet.
The front of the Engine faces the rear of the drill. The Pump Drive Gearbox is
driven from the front of the Engine through the Pump Drive Shaft with Torsional
Couplings (5) at each end.
The Compressor is bolted to the bell housing on the rear of the Engine, and is
driven through the Compressor Drive Torsional Coupling (6).
This module will focus on the Compressor and control system.

1 2
4 2
3
4 3 5
11
COMPRESSOR-ENGINE COUPLING
Compressor-Engine Coupling Components:

• Engine Flywheel (1) • Rubber Element (4)
• Drive Flange (2) • Compressor Input Shaft (5)
• Taper Lock Hub (3)
The Coupling includes a Drive Flange (2) which is bolted to the flywheel (1).
A Taper Lock Hub (3) and Rubber Element (4), are installed onto the Compressor
Input Shaft (5). The teeth on the outside of the rubber element engage with the
teeth on the inside of the drive flange.
Rubber couplings will absorb shock loading, vibration and slight misalignment.
In the case of compressor over-temp or seizure the Rubber Element should fail
protecting the engine flywheel and crankshaft.
Excessive loading such as shutting the engine down whist the compressor is
loaded (inlet open) or cranking the engine with air pressure in the receiver tank will
significantly decrease the life of the Rubber Element.
Contact with oil can cause deterioration of the element, so a leaking rear Main Seal
or leaking Compressor Input Shaft seal should be repaired promptly.
12
COMpRESSOR INpUt SHAFt SEAL
The purpose of the Compressor Input Shaft Seal is to keep the oil in, and keep all
contaminants out.
A Drain Tube is installed to divert oil from a leaking Compressor Input Shaft Seal
out of the Drive Coupling Housing and away from the Rubber Element.
Oil leaking from the Drain Tube indicates a leaking seal and replacement should
be scheduled. The obvious time to do this is when an element is being replaced.
Refer to the Service Manual for the Compressor Input Shaft Seal Installation.
Note: When installing a new Compressor Input Shaft Seal do not handle
or touch the mechanical Shaft Seal with bare hands, keep the plastic
wrapping around the Seal, or use disposable gloves. Failure to protect the
seal from skin contact may result in failure.
3
1
4
13
COMPRESSOR INSPECTION APERTURE
Compressor Inspection Aperture Components

• Compressor Inspection Aperture (1)
• Aperture Cover (2)
• Drive Flange (3)
• Rubber Element (4)
Because the Engine-Compressor Coupling is enclosed in a housing, there are

one or more Compressor Inspection Apertures (1) on the top of the Compressor
Housing. An Aperture Cover (2) covers the opening and should be removed before
inspecting the Drive Flange (3) and Rubber Element (4).
The Drive Flange and Rubber Element can be inspected through the aperture.
If small particles of rubber, cracking, or deterioration of the Rubber Element is

noted through the Inspection Aperture a more in-depth inspection should be
conducted. The presence of any of these condition is usually an indication of
imminent Rubber Element failure.
1
2
3 4
14
COMPRESSOR AIR INDUCTION SYSTEM
Compressor Air Induction Components:

• Compressor Air Filter Assemblies (1)
• Air Induction Tube Assembly (2)
• Poppet Intake Valve (3)
• Air Compressor Intake Air Pressure Sensor (4)
Two separate Compressor Air Filter Assemblies (1) are installed on top of the Left
Cooling Pack.
The air inductions are joined using the Air Induction Tube Assembly (2).
The air induction then runs down to the Poppet Intake Valve (3).
The Air Compressor Intake Air Pressure Sensor (4) is installed in the Air Induction
Tube Assembly to measure the vacuum created by suction. As the filters become
clogged, the air restriction increases. When the vacuum reaches the set point of
the Air Compressor Intake Air Pressure Sensor, the ECM will activate the warning
for “AIR FILTER RESTRICTION.”
5
4
15
COMPRESSOR AIR FILTERS
Compressor Air Filters Components:

• Dust Evacuator Cups (1)
• Filter Element Access Cover (2)
• Rubber Straps (3)
• Primary Filter Element (4)
• Secondary Filter Element (5)
A rubber Dust Evacuator Cup (1) is located on the underside of each of the
Compressor Air Filter Assemblies. Squeezing the sides of the Dust Evacuator Cups
allows accumulated particulates to be removed from the Compressor Air Filter
Assemblies.
The Compressor Air Filters are Ultra-High Efficiency (UHE) filters, and are easily
removed and replaced without tools.
The Filter Element Access Cover (2) is held in place by four Rubber Straps (3).
With the Access Cover removed the Primary Filter Element (4) is removed by
pulling back on the Element, then lifting the Element upward.
With the Primary Filter Element removed the Secondary Filter Element (5) can be
accessed.
4
3
16
LOW PRESSURE COMPRESSOR
Low Pressure Compressor Components:

• Low Pressure Compressor (1)
• Butterfly Inlet (2)
• Spiral Valve Assembly (3)
• Oil Distribution Manifold (4)
The Low Pressure Compressor (1) is a single stage, positive displacement, oil
flooded rotary unit, and produces air using a pair of rotors in a housing.
Air is drawn through the Butterfly Inlet (2) at atmospheric pressure.
The air is compressed as it travels through the rotors and is discharged from the
discharge port to the Air Receiver Tank.
Oil returning from the Compressor Oil Cooler and Filter enters the Oil Distribution
Manifold (4) and supplies the bearings at each end of the rotors.
Oil also flows to the oil injection orifice through the large steel line and injected into
the housing at the start of the compression cycle.
3
5 2
1 4
17
PRINCIPLES OF AIR COMPRESSION
Principles of Air Compression Components:

• Stator (Compressor Housing) (1)
• Male Rotor (2)
• Female Rotor (3)
• Compression Chamber (4)
• Inlet (5)
Two rotors are supported on bearings in the Stator (Compressor housing) (1).The
two rotors are different in cross section; one is male, the other is female. The Male
Rotor (2) fits into and drives the Female Rotor (3).
The rotors rotate in opposite directions. The Male Rotor rotates counterclockwise
and the Female Rotor rotates clockwise.
The area between two adjacent lobes on the rotors and the Stator forms a
Compression Chamber (4). As a Compression Chamber passes the Inlet (5), air
flows in at atmospheric pressure. As the rotors turn, the Compression Chamber
decreases in length, compressing the air. As the rotors continue to turn the
Compression Chamber length reaches its minimum and the Compression Chamber
passes over the discharge port (not shown) where the compressed air flows to the
Air Receiver Tank.
18
COMPRESSION CYCLE
Above is a graphical representation of a compression cycle in a rotary Compressor.
Top Left: At the right end of the rotors a compression chamber passes over
the inlet allowing air (shown in blue) at atmospheric pressure to enter. The
compression chamber is at its maximum length at this point.
Top Right: The compression chamber shortens as the rotors rotate and the air is
compressed.
Bottom Left: The compression chamber shortens more and the air is
compressed further.
Bottom Right: At the left end of the rotors the compression chamber has
reached minimum length and the chamber passes over the discharge port allowing
the compressed air to flow to the Air Receiver Tank.
In low pressure systems a single set of rotors compress the air.
In a high pressure system air is compressed by the first set of rotors (first stage)
passes through an Interstage Tube to a second set of rotors (second stage) that
compress the air even further before being discharged to the Air Receiver Tank.
NOTE TO INSTRUCTOR: PLAY ROTARY SCREW COMPRESSOR VIDEO

1 1
2 1 1
19
COMPRESSOR HEAT MANAGEMENT
Compressor Heat Management:

• Rotor/Stator Leakage Path (1)
• Stator (2)
When air is compressed its temperature increases. As this heated air is discharged
into the Air Receiver Tank it cools and moisture condenses to form water droplets.
Water in the Air Receiver Tank contaminates the compressor oil and causes
corrosion of the Air Receiver Tank.
To reduce the amount of condensation the Compressor is run at high temperature.
Compressor oil is used to cool the Compressor through heat transfer, acts as a
rotor bearing lubricant, and as a leakage path (1) sealant between the rotors and
the Stator (2).
Compressor oil must be able to withstand high temperatures without breaking
down, reduce trapped air particles/foaming, and separate water from the oil.
Synthetic compressor oils meet these requirements and also have a higher flash
point making them less likely to combust.
When measuring the temperature of the Compressor, there will always be a
rise in temperature from the intake point to the discharge point due to the heat
of compression. If the temperature at the intake end is higher compared to the
discharge end then it is likely that the bearings at the intake end are failing.
See the OMM for compressor oil specification and maintenance schedule.
MINIMUM PRESSURE VALVE
DRY SIDE OUTER

TRANSDUCER SEPARATOR LUBRICATION LINE
ELEMENT
WET SIDE (WET SIDE)
TRANSDUCER
INNER
SEPARATOR COMPRESSOR OIL
ELEMENT SAMPLE POINT
STRAINER STRAINER (DRY SIDE)
SAFETY RELIEF VALVE
SIGHT SIGHT
GLASS GLASS
POPPET PORT 1B
ORIFICE ORIFICE AIR INTAKE
INTAKE
VALVE SIGHT GLASS
COMPRESSOR
AIR RECEIVER TANK
SCAVENGE
RETURN PORT
THIS PORT IS
UPSTREAM OF
THE DISCHARGE
TO OIL INJECTION CHECK VALVE
PORT OF THE
COMPRESSOR
0.38mm (0.015”) ORIFICE
OIL PRESSURE TRANSDUCER

COMPRESSOR
OIL
FILTER
OIL
DISTRIBUTION
MANIFOLD
THERMOSTATIC
VALVE PILOT LINE TO SHUTDOWN
BLOWDOWN VALVE (N/O)
OIL STOP VALVE
COMPRESSOR/HYDRAULIC OIL
COOLER AIR/COMPRESSOR OIL COMPRESSOR OIL COMPRESSOR OIL SCAVENGE PILOT LINE
MIXTURE 170° AND UNDER 171° AND HIGHER CIRCUIT
20
COMpRESSOR OIL CIRCUIt - LOW pRESSURE SyStEM
Above is a typical oil circuit for a low pressure Compressor with poppet inlet. It is
for training purposes and may not be identical to the machine being trained on.
The air/oil mixture is discharged through the Discharge Check Valve. The air/oil
mixture travels through the Discharge Hose to the Receiver Tank. Air pressure in
the Tank forces the oil from the Tank to the Thermostatic Valve.
When the oil is below 77°C (170°F) the Thermostat Element is closed, and oil
is directed to the Compressor Oil Filter then back through the Oil Stop Valve, to
the Oil Distribution Manifold. The manifold distributes oil to each end of the rotors
to lubricate the bearings. The Oil Injection Port orifice allows oil into the air end.
As the oil temperature rises over 77°C (170°F) the Thermostat Element opens and
oil is diverted to the Compressor Oil Cooler.
A 10oC temperature drop should be achieved through the Compressor Oil Cooler.
Individual components of the low pressure compressor oil circuit will be discussed
later in this module.
21
AIR RECEIVER tANK - LOW pRESSURE BOttLE tANK
Caterpillar drills installed with compressors with a volume of 2,000 cfm and
over require two separator elements to efficiently remove the oil from the air.
New filters have a specification of six parts per million of oil passing
through the elements. This equates to approximately 16 litres per hour.
Oil that passes through the separator elements collects in the bottom and is
removed by the scavenge circuit.
If excessive oil is passing through the separators, the scavenge circuit

should be checked for correct operation. When the compressor is loaded
(drilling air on) oil should be visible in the sightglasses. The sightglass for
the outer element should be approximately 1/3 full, whilst the sightglass for
the inner element should show oil dripping through it. If oil is not visible
check the strainer and orifice downstream.
As the filters become contaminated, the differential (difference in pressure)

will increase. There are two pressure transducers installed in the tank.
These transducers measure the pressure on the outside and inside of the
separator elements. When the differential reaches 10 psi, a warning will be
activated on the drill monitor.The OMM recommends separator replacement
at 2000 hour intervals.
22
SEPARATOR ELEMENT
The Separator Element is designed to remove any remaining oil from the air as it
passes through the Element. The Element is similar in construction to an air filter,
however it is more robust and uses a polymer medium instead of paper.
When replacing a Separator Element new gaskets should be used. The diagram
above left shows how the Separator Element could be insulated from earth by the
gaskets. With a large volume of air passing through the Element, it is possible for
static electricity to build. If this occurs, a spark could jump from the Element to
earth, igniting the hot air/oil mixture in the Air Receiver Tank.
To prevent this, a steel staple is installed in the gasket. The staple provides an
earth between the Separator Element and the tank.
Whenever replacing the Element, ensure that a staple is installed in the gasket
There are generally several warnings, both on the box and on the gasket itself,
warning maintenance personnel not to remove the staple in the gasket.
The operational life of the Separator Element varies, but should be at least 2,000
hours. Contaminated air or oil will lead to premature blocking, or a high restriction
of the Element, and this will show through the Differential Indicator.
23
COMPRESSOR AIR END
The main component of the Compressor is the Air End and is a very simple
assembly.
Two machined rotors are supported at each end by roller bearings and thrust
bearings, and rotate in opposite directions in the housing or stator.
The clearance between the rotors and housing is as little as .051 - .076 (002 -
.003in.)
Greater clearances would allow more air leakage, resulting in reduced efficiency.
Contamination of the oil or air entering the Compressor Air End will result in scoring
of the rotors and stator, reducing the efficiency and life of the Compressor Air End.
It is imperative that every effort is made to ensure that the inlet air is properly
filtered.
24
COMPRESSOR OIL
The Operation and Maintenance Manual specifies the compressor oil in the above
table.
Both are synthetic oils which perform better than mineral based oils under extreme
conditions.
Synthetic compressor oils offer the following:
• Maintain stability at extreme temperatures
• Extended oil change intervals
• Excellent water separation properties
• Higher ignition temperatures
• Lower deposit formation
• Exceptional resistance to oxidation
Oil and filter changes should be completed as per the maintenance section of the
Service Manual.
Scheduled Oil Sampling (S.O.S.) is advised to monitor the oil performance and
detect abnormal wear conditions.
25
COMPRESSOR OIL CONTINUED
When air is compressed, a temperature rise occurs.

As the air cools, any moisture in the air condenses and form drops of water.
Water mixes with mineral based oils such as ATF, lowering viscosity and leading to
premature wear.
Water will not mix with synthetic oil. This fact is one of the many benefits of using
synthetic oil.
Any water that does not mix with the oil will sit in the bottom of the tank, potentially
causing corrosion.
In areas of high humidity (tropical climates) it is advisable to drain water from the
receiver tank daily.
The oil has three main functions:
• The oil acts as a coolant by transferring the heat from the Compressor Air End
to the cooler. Oil from the cooler is constantly returned into the Compressor Air
End.
• The oil forms a lubricating film between the rotors, preventing metal to metal
contact. The oil also lubricates the rotor bearings.
• The oil seals the leakage path between the two rotors, and between the rotors
and the stator (housing) ensuring maximum efficiency.
1
2
26
DISCHARGE CHECK VALVE - LOW PRESSURE SYSTEM
Discharge Check Valve Components:

• Discharge Port (1)
• Spring Loaded Piston (In Closed Position) (2)
• Discharge Temperature Switch (3)
The air/compressor oil mixture leaving the Discharge Port (1) overcomes the spring
pressure and lifts the Spring Loaded Piston (2) from it’s seat allowing the air/oil
mixture to flow to the Air Receiver Tank.
At shutdown, back pressure will force the Spring Loaded Piston in the Discharge
Check Valve closed, preventing air and oil from the Air Receiver Tank from flowing
back into the Compressor.
NOTE: The Discharge Check Valve image shows an older model

Discharge Check Valve but functionality remains the same for the MD6250.
27
DISCHARGE TEMPERATURE MONITORING - LOW PRESSURE SYSTEM
The highest temperatures in the Compressor are found at the discharge point
making this an ideal place to monitor Compressor temperatures.
The Compressor Discharge Temperature Sensor (1) is at the Compressor

discharge which monitors the temperature of the air/oil mix leaving the Compressor.
The Compressor Discharge Temperature Sensor is connected to the AUX Machine

ECM 2 and will trigger alarm at 115ºC (239ºF) and shutdown the Engine if
discharge temperature reaches 121ºC (250ºF).
4
5
1 28
COMPRESSOR DISCHARGE TO AIR RECEIVER TANK - LOW PRESSURE
SYSTEM
Compressor Discharge to Air Receiver Tank - Low Pressure System Components:

• Discharge Check Valve (1)
• Discharge Tube (2)
• Discharge Hoses (3)
• Receiver Tube (4)
• Air Receiver Tank (5)
The air/oil mixture flows from the Discharge Check Valve (1) into the SAE flanged
Discharge Tube (2) to a pair of Discharge Hoses (3).
The air/oil mixture flows through the Discharge Hoses to a SAE flanged Receiver
Tube (4) on the Air Receiver Tank (5).
Because the discharge hoses are constantly exposed to high temperatures and
vibration while the Compressor is in operation the discharge hoses should be
carefully and regularly inspected for cracking or leaking.
2
6
5
29
SCAVENGE CIRCUIT - LOW PRESSURE SYSTEM
Scavenge Circuit Components:
• Scavenge Circuit Tubes (1) • Sight Glasses (4)
• Air Receiver Tank (2) • Inner Filter Orifice (5)
• Strainers (3) • Outer Filter Orifice (6)
Even with primary and secondary separation, a small amount of oil still passes
through the Separator Elements. This oil collects at the bottom of the dry side of
the Separator Elements and will be discharged with the drilling air or through the
Blowdown Valves during Air Receiver Tank unloading. This condition would result in
high compressor oil consumption and require constant oil replenishment.
This residual oil is removed by the scavenge circuit through a pair of Scavenge
Circuit Tubes (1) running from the Air Receiver Tank (2) first through a pair of
Strainers (3), then through Sight Glasses (4), then Orifices (5) before being
combined into a single tube and flowing back to the Compressor. The Orifices
minimize the volume of air being recirculated from the Air Receiver Tank that must
be recompressed. The inner filter Orifice (5) is .078 mm (.031 in). The outer filter
Orifice (6) is 2.37 mm (.093 in).
Sight Glasses are used to observe flow of oil through the Scavenge Circuit. There
should be oil flow visible when the drilling air is on. Regular inspection of the Sight
Glasses while the Compressor is running, provides an indication of the Separator
Elements condition. When the compressor is loaded the Outer Filter Scavenge
Sight Glass should be about 1/3 full. The Inner Filter Sight Glass should just drip.
Heavy flow indicates the Separator Elements are allowing excessive oil flow
through, and need replacing.
2
3
1 4
30
OIL STOP VALVE/OIL DISTRIBUTION MANIFOLD - LOW PRESSURE SYSTEM
Oil Stop Valve/Oil Distribution Manifold - Low Pressure System Components:

• Oil Stop Valve (1)
• Oil Returning from Compressor Oil Filter (3)
• Pilot Line to Shutdown Blowdown Valve (4)
• Pilot Line from Discharge Check Valve (5)
The low pressure system Oil Stop Valve (1) is sprung closed and is piloted open at
start up by pressure building at the Discharge Check Valve.
At shut down, when pressure at the Discharge Check Valve drops, the pilot signal
dissipates, and spring pressure closes Oil Stop Valve. This prevents compressor oil
flowing back through the Oil Stop Valve and into the Compressor.
When the Compressor is running the oil returning through the Oil Stop Valve flows
to the Oil Distribution Manifold (2). From here the flow is divided to supply the rotor
bearings, and into the Compressor to lubricate the rotors.
31
SAFETY RELIEF VALVE - LOW PRESSURE SYSTEM
The Safety Relief Valve (1) opens the Air Receiver Tank pressure to atmosphere
should pressure inside the Air Receiver Tank become too high.
Periodic inspection of pressure vessels as well a testing, calibration and

certification of safety relief valves is a good practice is mandatory in most countries
and mine sites.
The low pressure system Air Receiver Tank has a normal operating pressure of up
to 827 kPa (120 psi). The low pressure system Safety Relief Valve should be set at
1,034 kPa (150 psi).
32
tHERMOStAtIC VALVE - LOW PRESSURE SYSTEM
The Thermostatic Valve (1) is installed on the Mainframe front cross member
behind the Cooling Packs. A temperature sensor (2) is installed at the inlet to
measure the temperature of the oil coming from the receiver tank.
This valve is designed to assist with fast warm up at start, which is required in
cool conditions. It also maintains a constant running temperature when loaded
which assist in reducing condensation during operation.
Once the compressor oil has reached 77oC or 170oF the Thermostat will open
and divert compressor oil through the Compressor Oil Cooler.
To test the correct operation:

• Measure the temperature of the four hoses which run to or from the valve.
- The hose from the Air Receiver Tank and the hose to the Compressor Oil
Cooler should be the same temperature.
- The hose from the Compressor Oil Cooler and the hose to the Oil Filter
should also be the same temperature but approximately 10°C (50°F) cooler
than the first two hoses.
FLOW FROM
AIR RECEIVER TANK
3
1 2
4
5
FLOW TO
COMPRESSOR OIL
FILTER THEN TO 6
COMPRESSOR
7
33
THERMOSTATIC VALVE - COOL COMPRESSOR OIL
Thermostatic Valve Components:

• Thermostat Element (Holes) (1)
• Compressor/Hydraulic Oil Cooler (2)
• Upper Housing (3)
• Gasket (4)
• Lower Housing (5)
• O-Ring (6)
• Bypass Valve (7)
Holes in the Thermostat Element (1) allow a small amount of compressor oil
through to the Compressor Oil Cooler (2) even while the Thermostat Element is
closed. This heats the Compressor Oil Cooler as the oil heats, preventing thermal
shock (rapid expansion) when the Thermostat Element does open.
The Upper Housing (3) is sealed with a Gasket (4) to the Lower housing (5). An
O-Ring (6) fits into a groove in the Lower Housing sealing the Housing and the
Thermostat Element.
A spring loaded Bypass Valve (7) is installed in case of internal blockage of the
Compressor Oil Cooler.
HOT OIL FLOW FROM

AIR RECEIVER TANK
COOLED FLOW TO
COMPRESSOR OIL
FILTER THEN TO
COMPRESSOR
34
tHERMOStAtIC VALVE - HOt COMpRESSOR OIL
Once compressor oil temperature has reached the Thermostat Element opening
temperature, it shifts and diverts compressor oil flow to the Compressor Oil Cooler.
The compressor oil passing through the Compressor/Hydraulic Oil Cooler should
experience a 10ºC (50ºF) temperature drop, depending on ambient conditions.
The compressor oil then returns through the Thermostatic Valve and Compressor
Oil Filter back to the Compressor.
3
4
35
pOppEt INLET VALVE
The Poppet Inlet Valve (1) gives precise control, is maintenance free, and
minimizes dust entry because it is a sealed system.
The Poppet Inlet Valve is bolted onto the intake of the Compressor. Air
supply from the Compressor Air Filters is transferred through an aluminum
air induction tube.
Poppet Inlet Valve Port Identification:

• Port 1A (2)
• Port 1B Oil Injection Entry (3)
• Port 2 (4) A 50 psi signal will open the poppet
• Port 3 - Drain from Port 1A (5) (Bypass through 2 mm (.078 in Orifice))
1
4
PORT 1A
2
5
AIR
INLET
PORT 1B
3
PORT 2
7
8
6 PORT 3
36
33
pOppEt INLET VALVE COMpONENtS
Poppet Inlet Valve - Low Pressure System Components:

• Housing (1) • Poppet Plate Spring (5)
• Main Spring (2) • O-Ring (6)
• Piston and Shaft (3) • Port 2 (7)
• Poppet Plate with 14.3 mm (.5625 • 2.4 mm (.093 in) Orifice (8)
in) Orifice (4)
The cast steel Housing (1) has a machined bore, Main Spring (2), Piston and Shaft
(3), Poppet Plate (4), and Poppet Plate Spring (5).
The Main Spring is constantly pushing on the Piston, holding it in the closed
position (to the left in the image). The Piston and Shaft move together. The Piston
is fitted with an O-Ring (6) which seals the Piston in the bore. Air flow into Port 2
(7) directs air pressure to the opposite side of the Piston, acting against the Main
Spring. 241-276 kPa (35-40 psi) is required to fully compress the Main Spring.
When the Main Spring is fully compressed, the Poppet Plate Spring holds the
Poppet Plate closed on it’s seat. However, the partial vacuum created by the
Compressor overcomes the Poppet Plate Spring, and allows the Poppet Plate to lift
off the seat.
A 2.4 mm (.093 in) Orifice (8) is installed internally in Port 2 that allows air
to constantly bleed from this circuit allowing excess pressure to escape and
preventing a pressure lock.
1
2 FROM N/O SOLENOID VALVE
PORT 1A
7
6
PORT 1B
FROM N/C SOLENOID

VALVE
3 9
PORT 2
SIGHT GLASS
PORT 3
8
2mm (.078”) .38mm (.015”) ORIFICE
ORIFICE (AT OIL DISTRIBUTION MANIFOLD)
FROM OIL DISTRIBUTION MANIFOLD

5
37
pOppEt INLET VALVE LUBRICAtION
Poppet Inlet Valve Lubrication - Low Pressure System Components:

• Main Spring Chamber (1)
• Compressor Oil (2)
• Piston O-Ring (3)
• Poppet Plate with 14.3 mm (.5625 in) Orifice (4)
• .38 mm (.015 in) Orifice (5)
• Port 1B (6)
• Port 1A (7)
• Port 3 (8)
• 2 mm (.78 in) Orifice (9)
The Main Spring Chamber (1) is filled with compressor oil (2) to lubricate the Piston
O-Ring (3) and reduce air volume in the Main Spring Chamber which promotes a
quicker response time when closing the Poppet Plate (4).
The compressor oil supply comes through a .38 mm (.015 in) Orifice (5) at the Oil
Distribution Manifold into the Main Spring Chamber through Port 1B (6).
Overflow exits the Main Spring Chamber through Port 1A (7) and flows to Port 3
(8) through a 2 mm (.078 in) Orifice (9) where the compressor oil is drawn into the
Compressor.
38
COMpRESSOR CONtROL pANEL - POPPET INLET

Compressor Control Panel - Low Pressure System Components:
• Air Manifold (1) • N/O Solenoid Valve (5)
• Shutdown Blowdown Valve (2) • Spiral Valve Regulator (6)
• Running Blowdown Valve (3) • Spiral Valve Solenoid (7)
• N/C Solenoid Valve (4) • Cat Pressure Test Port (8)
The above compressor control box is used in conjunction with a high or low pressure
compressor fitted with the poppet inlet valve.
The Manifold (1) is supplied Tank pressure from the dry side of the Separator Elements.
The Normally Closed Solenoid Valve (4) and the Normally Open Solenoid Valve (5)
control the opening and closing of the Poppet Inlet to load and unload the compressor.
Significant fuel savings can be achieved by unloading the compressor when it is not
being used. The compressor will not load in Tram Mode or Neutral, it will only load
when in Drill Mode, engine is at 1400 RPM or above, and the drilling air is switched on.
When the compressor is unloaded, the inlet remains closed and the running blowdown
valve is opened, dumping air from the receiver tank. Receiver Tank pressure will drop.
Compressor oil pressure, which is proportional to tank air pressure, is monitored, and
when this lowers to the set point, the compressor will load until compressor oil pressure
is maintained at the set point..
8 5
3
8 4
1
7 2
39
COMpRESSOR CONtROL pANEL - POPPET INLET

Compressor Control Panel - Low Pressure System Components:
• Shutdown Blowdown Valve (2) • Spiral Valve Regulator (6)
• Running Blowdown Valve (3) • Spiral Valve Solenoid (7)
• N/C Solenoid Valve (4) • Cat Pressure Test Port (8)
The Manifold (1) is supplied Tank pressure from the dry side of the Separator Elements.
A Shutdown Blowdown Valve (2), a Running Blowdown Valve (3), a N/C Solenoid Valve
(4), and a N/O Solenoid Valve (5) are installed directly on to the manifold.
The N/O Solenoid Valve allows air pressure through to Port 1A holding the Poppet
Intake Valve closed, and to the Running Blowdown to dump air from the Air Receiver
Tank, so the Compressor is unloaded.
The N/C Solenoid Valve only goes to Port 2, to open the Poppet Intake Valve, so when
de-energized the Compressor is unloaded, and loaded when the solenoid is energized.
When both the N/O and N/C Solenoid Valves are energized, there will no pressure at
Port 1A holding the Popper Intake Valve closed, and no pressure to pilot the Running
Blowdown Valve, so it will close. The N/C Solenoid Valve will open and allow air down to
Port 2, so the Compressor will load.
So with both the N/O and N/C Solenoid valves de-energized the Compressor is
unloaded, and with both the N/O Solenoid Valves energized, the compressor will load.
40
LOW PRESSURE POPPET CONTROL SYSTEM- ENGINE SHUT DOWN
Note: the Spiral Valve Regulator and Solenoid Valve has been removed in
this series of diagrams to simplify the schematic.
With the engine shut down there should be no pressure in the Receiver Tank.
The pilot signal from upstream of the Discharge Check Valve has been lost, so the
Oil Stop Valve has sprung closed, and the Shutdown Blowdown Valve is open.
The two Solenoid Valves are de-energized.
The running blowdown is sprung closed.
The Poppet Inlet is closed

41
LOW PRESSURE POPPET CONTROL SYSTEM- ENGINE START UP
Note: In this series of diagrams the Spiral Valve Regulator and Solenoid
Valve have been removed to simplify the schematic
When the engine is started the Poppet Inlet remains closed but a small amount of
air is drawn through the hole in the poppet.
The Running Blowdown Valve remains closed.
The air end is producing a little air so pressure builds at the Discharge Check.
The pilot signal from upstream of the Discharge Check Valve increases and this
pilot signal opens the Oil Stop Valve, and closes the Shutdown Blowdown Valve.
Air pressure opens the Discharge Check Valve and air flows to the Receiver Tank.
The two Solenoid Valves are still de-energized.

42
LOW PRESSURE POPPET CONTROL SYSTEM- PRESSURE BUILDING
As air pressure in the Receiver Tank increases so does the Manifold pressure.
The two Solenoid Valves are still de-energized.
Air flows through the Normally Open valve and pilots the Running Blowdown Valve
open, to dump air.
Pressure is also directed to Port 1A of the Poppet, holding the poppet closed.
Air from Port 1A also flows through the 2mm orifice to Port 3
43
LOW PRESSURE POPPET CONTROL SYSTEM- COMPRESSOR LOADING
The Compressor will load when Compressor Load conditions are met, as follows:
Compressor oil Temperature above 60oC
In Drill Mode
Engine RPM above 1400
Machine levelled
Drilling air switched on
AUX ECM 2 sends an output to energize both two Solenoid Valves.
The Normally Open Valve closes and the pilot signal to the Running Blowdown is
lost so the Running Blowdown Valve closes, & stops dumping air from the manifold.
The pressure signal to Port 1A holding the Poppet closed is lost through the 2mm
orifice in the line going to Port 3.
The Normally Closed Valve opens and allows pressure through to Port 2 to open
the Poppet, loading the compressor.
44
SPIRAL VALVE REGULATOR AND CONTROL SOLENOID VALVE - LOW
PRESSURE SYSTEM
The Spiral Valve Regulator (1) and Spiral Valve Solenoid (2) are circled in red.
The function of the Spiral Valve Regulator is to reduce Compressor volume by up

to 50% by rotating a Spiral Valve which opens a series of bypass ports at the inlet
end of the Compressor rotors. This reduces the effective length of the compression
chamber, producing less air. The function is explained on the next page.
The Spiral Valve Regulator function is activated by the Compressor Flow Reduction
Button on the Left Keypad in the Operator’s Station. When the button is pressed
the Spiral Valve Control Solenoid Valve is opened and the Spiral Valve opens.
The air flows through the N/C Control Solenoid Valve to the Spiral Valve
Pneumatic Cylinder. The Spiral Valve Pneumatic Cylinder extends against Spring
pressure, rotating the Bypass Rotary Valve. The bypass ports are opened and the
compression chamber effective length is reduced.
The Spiral Valve Cylinder is actuated by a 48-152 kPa (7-22 psi) signal. It will start
to extend at 48 kPa (7 psi) and be fully extended at 152 kPa (22 psi).
45
SpIRAL VALVE FUNCtION - IF INSTALLED
The Spiral Valve (if installed) may be used to reduce compressor displacement.
It will be activated by the Compressor Flow Reduction button on the left keypad.
This function may be useful for collaring applications in broken ground where
excessive air flow will blow away the loose material at the top of the hole.
The pneumatic cylinder is sprung into the fully retracted position.
As air pressure rises over 7 psi the cylinder should start to extend.
As the cylinder extends, the rack turns the pinion.
The pinion is installed on to the spiral valve shaft and secured with a roll pin.
If for any reason excessive force is required to turn the spiral valve, the roll pin will
shear, protecting more expensive components.
At 151.68 kPa (22 psi) the cylinder should be fully extended, reducing the length
of the compression chambers by 50%. This places less load on the engine,
therefore using less fuel.
Notes
4 5
2 1
3
47
BUTTERFLY INLET VALVE
Components:
• Butterfly Control Arm (1))
• Electronic Actuator (2)
• Mounting Bracket (3)
• Adjustable Linkage (4)
• Delta Pressure Sensor (5)
• Supply hose from Receiver Tank (6)
The MD6250 Drill may use a butterfly inlet valve on high or low pressure
units to control the amount of air drawn in to the air end.
The butterfly pivot shaft has a clamp on control arm (1).
A proportional Electronic Actuator (2) is fitted in the mounting bracket (3).

This connects to the butterfly inlet arm with an adjustable linkage (4).
The Electronic Actuator receives proportional signals from AUX ECM 2

to open and close, varying the intake as required.
A Delta Pressure Sensor (5) measures the pressure on each side of the
butterfly and calculates the differential. This can be used by the logic
program to measure flow.
3
5
2
1
4
48
COMPRESSOR CONTROL PANEL - BUTTERFLY INLET
Control Panel Components:

• Air Manifold (1))
• Shutdown Blowdown Valve (2)
• Compressor Oil Pressure Manifold (3)
• Running Blowdown Valve (4)
• Running Blowdown Valve Actuator (5)
• Supply hose from Receiver Tank (6)
Air from the Receiver Tank is supplied through the Water Separator to the
Manifold (1) through a 3/4" hose (6)
The normally open (N.O.) Shutdown Blowdown Valve (2) is installed directly
on to the manifold. When the ignition is switched to the ON position and the
engine started the solenoid is energised and the N.O. Shutdown Blowdown
Valve closes so tank pressure can build.
When the engine is shutdown the Normally Open Valve Solenoid is de-
enrgized, and opens to dump the air from the tank through the muffler.
3
5
2
1
4
49
COMPRESSOR OIL PRESSURE MONITORING
The Compressor Oil Manifold (3) is supplied by a 1/4" hose from the Oil
Distribution Manifold on the compressor. This manifold has a pressure test
port and an oil pressure sensor installed. The sensor monitors the
compressor oil pressure and sends the signal to an AUX ECM 2.
If compressor oil pressure drops to 30 psi a warning will be activated and at

20 psi and engine shutdown will be activated.
The compressor oil pressure is a key parameter in the logic program that
controls the unloading of the compressor when drilliing air is not required.
Unloading the compressor reduces engine load and fuel consumption.

3
5
2
1
4
50
RUNNING BLOWDOWN VALVE
A 3/4" Ball valve (4) is installed as the Running Blowdown Valve.
It is controlled by a proportional Electronic Actuator (5) that turns the

valve spindle through 90 degrees, from closed to open.
The Electronic Actuator is controlled by the compressor logic program

through the CAN network. It works in conjunction with the butterfly inlet
valve to load and unload the compressor.
When the compressor is loaded for drilling the Butterfly Inlet will be
opened and the Running Blowdown Valve closed.
When unloaded the Butterfly will be closed and the Running Blowdown
Valve opened. As air pressure drops, so does compressor oil pressure.
Air and oil pressure will continue to fall until a pre-determined setting is
reached. This is different for low pressure, 350 psi, or 500 psi units.
When pressure reaches the set point the butterfly inlet and running
blowdown valves will modulate to maintain compressor oil pressure.
51
MAIN AIR VALVE
The Main Air Valve (1) is a 2" ball valve that is opened and closed
using an Electronic Actuator (2).
The Electronic Actuator turns the valve spindle through 90 degrees to

open and close the valve.
The drilling air is switched ON / OFF by the left thumb roller on the
right side joystick when in Drill Mode 1 (Trigger centred) providing
all drilling parameters are met.
A PWM signal from AUX ECM 2 opens the main air valve. This is a
variable signal, so the valve can be opened proportionally to provide
airflow from zero to maximum.
The ECM's receive data from temperature and pressure sensors on

the compressor, plus the operators controls, and the logic program
controls the opening and closing of the main air valve for varying
conditions like collaring, water injection etc.
2
5
52
COMPRESSOR OIL FILTER
Compressor Oil Filter Components:

• Compressor Oil Filter (1)
• Left Front Jack Housing (2)
• Filter Head Assembly (3)
• O-Ring (4)
• Filter Bowl (5)
• Filter Element (6)
The Compressor Oil Filter (1) is mounted to the left front Jack housing (2). The
Compressor Oil Filter is installed to ensure no contaminants from the cooling circuit
return back to the Compressor.
The Filter Head Assembly (3) has a Bypass Check Valve (not shown) installed to
protect against Compressor Oil Filter blockage. There is an O-Ring (4) installed to
seal between the Filter Bowl (5) and Filter Element (6).
When a Filter Element is changed, it is important to check that the Bypass Check
Valve is closed. This is accomplished by looking up into the Filter Head Assembly
from below after the Filter bowl and Filter Element have been removed. Inspect the
Bypass Check Valve for cracks, chips, or damage. If the Bypass Check Valve is
missing the port is open and there will be no compressor oil filtration
Remember that when troubleshooting a process should be followed. The Caterpillar Troubleshooting Process Flowchart has
been in use many years and proven to be a simple yet logical process to follow.
List of problems that compressor systems may experience : Overheating.

Excessive oil consumption.
Not producing enough air.
Producing too much air.
Unstable discharge (hunting).
Air in the tank, but none at the bit.
As a group exercise use the worksheet to record, in a logical

sequence, the steps you would follow to troubleshoot each of the
problems listed above.
There is also a Troubleshooting Guide on SIS - M0074462

Notes
SERV2107 - 03/18 -55 Module 5 - Air System/Compressor
6 4
7 5
55
HIGH PRESSURE COMPRESSOR
High Pressure Compressor Components:

• High Pressure Compressor (1)
• Butterfly Inlet (2)
• Oil Stop Valve (3) on Oil Distribution Manifold
• First Stage Rotors (4)
• Interstage Tube (5)
• Second Stage Rotors (6)
A High Pressure Compressor is needed to supply sufficient air volume and
pressure if Down The Hole Hammer (DTH) drilling is required. They may be fitted
with Poppet Inlet or Butterfly inlet, as are the Low Pressure Units.
Much of the information discussed earlier in this module regarding Low Pressure
Compressors will apply to the High Pressure unit.
The following pages highlight the differences between high and low pressure units.
1
3
5 4
56
AIR COMPRESSION - HIGH PRESSURE SYSTEM
High Pressure Air Compression Components:

• Gear Case (1)
• First Stage Rotors (2)
• Interstage Tube (3)
• Second Stage Rotors (4)
• Air Discharge (5) Underneath
The high pressure unit (1) is a dual stage, positive displacement, oil flooded,
rotary screw compressor.
Air is drawn through the Butterfly Inlet (1) at atmospheric pressure, and is
compressed by the First Stage Rotors (2). The Interstage pressure will be about
70 psi when the compressor is loaded. A 1" hose connects the interstage to the
sealed gear case. (Visible on the previous page). By pressurizing the gear case
to 70 psi it reduces the differential pressure between the second stage rotors
and the gear case, prolonging seal life. A safety relief valve set at 100 psi is
installed into the gear case to protect against over-pressurization.
Air is discharged through the Interstage Tube (3) to the Second Stage Rotors
(4) that are smaller, but driven at a higher rpm than the First Stage.
Compressed air discharges through the Discharge Check to the Receiver Tank.
1 1
3
57
DISCHARGE CHECK VALVE - HIGH PRESSURE SYSTEM

• Discharge Hose (2)
• HP Receiver Tank (3)
• Safety Relief Valve
The air / oil mixture leaving the Compressor Discharge overcomes the resistance
in a spring loaded piston in the Discharge Check Valve (1), and flows through the
Discharge Hose (2) to the Receiver Tank (3).
Each end of the Discharge Hose is secured with a hose restraint or "Whipcheck"
At shut down, back pressure will force the spring loaded Piston in the Discharge
Check Valve closed, restricting flow back through the Compressor.
The Discharge Hose is subject to high temperatures and pressure, and vibration,
so should be inspected regularly and carefully.
1
58
DISCHARGE CHECK VALVE AND HOSE - HIGH pRESSURE SyStEM

• Discharge Hose (2)
• Discharge Temperature Sensor (3)
• Scavenge Hose (4)
The air / oil mixture leaving the Compressor overcomes the resistance in a spring
loaded piston in the Discharge Check Valve (1), and the air/oil mixture flows
through the Discharge Hose (2) into the Receiver Tank.
At shut down, back pressure will force the spring loaded Piston in the Discharge
Check Valve closed, preventing oil flow back to the Compressor.
The Discharge Hose is subject to high temperatures and pressure, and vibration,
so should be inspected regularly and carefully.
59
HIGH PRESSURE RECEIVER TANK
The High Pressure Receiver Tank has the same function but is
different in construction to the low pressure tank
The Minimum Pressure Valve is mounted on the side of the tank instead
of the top.
The air/oil mixture passes up the inside of the separator element

and passes through from inside to outside.
The inside of the separator is the wet side with the outside the dry side.
The scavenge circuit starts as shown above.

60
HIGH PRESSURE SEPARATOR ELEMENT
The High Pressure Separator Element has the same function as the low
pressure unit, to remove the oil remaining in the air as it passes through
the Separator Element.
The air/oil mixture passes up the inside of the separator element

and passes through from inside to outside.
Oil passing through the element will be removed by the scavenge line.
Recommended replacement is at 2000 hours of operation.
Ensure both springs are in place when reassembling.

1
2
3
61
SCAVENGE CIRCUIt - HIGH pRESSURE SyStEM
Scavenge Circuit Components

• Sight Glass (1)
• Y Strainer (2)
• 2.4 mm (.093 in) Orifice (3)
The Sight Glass (1) is used to observe oil flow through the scavenge line. Oil flow
should be visible when the drilling air is switched on. This is when maximum air
flow through the separator is occurring.
Regular inspections of the Sight Glass while the Compressor is running
provides an accurate indication of the Separator Element condition.
When the Compressor is loaded (drilling air on) there should be oil flow visible
in the Sight Glass, approximately 1/3 full. Sluggish flow when loaded indicates
insufficient scavenging. This indicates a need to clean the Y Strainer (2) and/or
Orifice (3). Heavy flow indicates excessive oil is passing through the Separator
Element. This indicates that the Separator Element needs replacement.
The Orifice is used to minimize the volume of air being recirculated from the
Receiver Tank through the scavenge circuit back to the Compressor.
High pressure in the Receiver Tank pushes the oil through the scavenge circuit to
the scavenge return port (low pressure) on the Compressor.
62
SAFETY RELIEF VALVE
The Safety Relief Valve opens the Receiver Tank pressure to atmosphere
should pressure inside the Tank exceed the safety relief valve's setting.
The high pressure system Receiver Tank has a normal operating pressure of
up to 500 psi (3450) kPa . The high pressure system Safety Relief Valve
should be set to open at 550 psi (3790 kPa)
350 psi units should be installed with a safety relief valve set at 400psi. (2758kPa)
Periodic inspection of pressure vessels and testing, calibration and certification of

safety relief valves is mandatory in most countries and mine sites.
The safety relief valve should not be manually activated as a means of dumping
the air from the Tank
AIR RECIEVER TANK
SIGHT GLASS
2.4mm (.093”) ORIFICE

COMPRESSOR
Y STRAINER
4 1
COMPRESSOR/HYDRAULIC OIL
COOLER
2 3
COMPRESSOR OIL
THEROSTATIC FILTER
VALVE
INLET OUTLET
63
AIR/COMPRESSOR OIL COMPRESSOR OIL COMPRESSOR OIL SCAVENGE
MIXTURE 170° AND UNDER 171° AND HIGHER CIRCUIT
COMpRESSOR OIL CIRCUIt - HIGH pRESSURE SyStEM
Compressor Oil Circuit Components:

• Air Receiver Tank (1)
• Thermostatic Valve (2)
• Compressor Oil Filter (3)
• Compressor/Hydraulic Oil Cooler (4)
The high pressure compressor oil circuit is similar to the low pressure unit.
Air pressure in the Tank (1) pushes the oil to the Thermostatic Valve (2).
When oil is below 99°C (210°F) the Thermostatic Valve is closed and oil is
directed through the filter and back to tank without passing through the cooler.
When oil reaches 100oC the thermostat element starts to open and oil is directed
to the Compressor Cooler (4).
64
tEMpERAtURE MONItORING - HIGH pRESSURE SyStEM
Temperature Monitoring Components:

• Air Compressor Discharge Temperature Sensor (1)
• Interstage Temperature Sensor (2)
The Compressor Discharge Temperature Sensor (1) is located in

an SAE flange at the Receiver Tank end of the Discharge Hose.
This sensor signals AUX ECM 2 & a warning should be activated

at 116oC (240oF) with shutdown activated at 121oC (250oF)
The Interstage Temperature Sensor (2) is located in the

Interstage Tube. It also sends a signal to ECM 2. A "High
Interstage Temp" warning will be activated.
65
THERMOSTATIC VALVE FLOW
Thermostatic Valve Flow Components:

• Thermostatic Valve (1)
• Hose from Air Receiver Tank (2)
• Oil Temperature Sensor(3)
Air pressure in the Air Receiver Tank pushes the compressor oil from the Air
Receiver Tank to the Thermostatic Valve (1) through Hose (2).
When the oil temperature is below 99ºC (210ºF) the Thermostat Element is closed
and the oil is directed back to the filter and oil stop valve.
When oil temperature exceeds 99oC (210oF) the thermostat element opens and oil
is directed to the compressor cooler. Oil returning from the cooler passes through
the valve before flowing on to the oil filter and oil stop valve.
The compressor oil passing through the Compressor Cooler should experience a
10-15ºC (50-59ºF) temperature drop, depending on ambient conditions.
An electronic temperature gun can be used to check temperatures if overheating is

occurring. The hose from the compressor and the hose to the cooler should be the
same temperature. The hose back from the cooler and the hose to the filter should
be the same temperature, but 10oC cooler than the others.
2
3
66
MINIMUM pRESSURE VALVE - HIGH pRESSURE SyStEM
Minimum Pressure Valve Components:
• Minimum Pressure Valve (1)

• Discharge Hose to Main Air Valve (2)
• Pilot Hose from Front Gear Case (3)
The purpose of the Minimum Pressure Valve is to maintain a minimum of 1,172

kPa (170 psi) in the Receiver Tank at all times. This is required to maintain the
flow of oil through the Lubrication/Cooler Circuit.
When the Main Air Valve is opened a pressure drop occurs in the Receiver Tank
as the air in the Tank tries passes down the Main Discharge Hose.
The Minimum Pressure Valve regulates the air flow from the Tank and
prevents the discharge of all air before the Compressor has a chance to load.
The high pressure system Minimum Pressure Valve is a 689 kPa (100 psi)
check valve. However, a pilot signal of 483 kPa (70 psi) is directed into the
spring chamber resulting in a pressure setting of 1,172 kPa (170 psi).
NOTE: Be aware that after shutdown, air under pressure maybe trapped between the
Main Air Valve and the Minimum Pressure Valve.
1
4
5 3
2 6
67
OIL StOp VALVE/OIL DIStRIBUtION MANIFOLD
Oil Stop Valve/Oil Distribution Manifold - High Pressure System Components:

• Oil Stop Valve (1)
• Return oil from Filter and Cooler (4)
• Pilot line from Discharge Check (5)
• Interstage tube (6)
The high pressure system Oil Stop Valve (1) is sprung closed and is piloted open
after start up by pressure building upstream of the Discharge Check Valve (2).
At shut down, when pressure at the Discharge Check Valve drops, the pilot signal
also drops and the Oil Stop Valve will close, preventing compressor oil flowing
back into the Compressor.
Once through the Oil Stop Valve, oil is distributed through the Oil Distribution
Manifold (3) and into the Compressor to lubricate the various parts, such as the
rotors and bearings.
2
8
3 7
5
1
3 4
68
POPPET INTAKE VALVE - HIGH PRESSURE SYSTEM
Poppet Intake Valve - High Pressure System Components:

• Poppet Intake Valve (1)
• Compressor Air Intake (2)
• Air Induction Tube (3)
The high pressure system Poppet Intake Valve (1) gives precise air control,
requires little maintenance and minimizes dust entry into the Compressor.
The Poppet Intake Valve is flange mounted onto the Compressor Air Intake (2) of
the Compressor.
Air supply from the Compressor Air Filters is transferred through an aluminum Air
Induction Tube (3).
High Pressure System Poppet Intake Valve Port Identification:

• Port 1A (3)
• Port 1B (4) Oil Injection Entry
• Port 1C (5)
• Port 2 (6)
• Port 3 (7) Drain from Port 1C
• 2.8 mm (.109 in) Orifice (8)
TOP VIEW
5
6
2 4
1
7
9
8
3
PORT 2
PORT 3
PORT 1A
PORT 1B
PORT 1C (ON TOP) 69
POPPET INTAKE VALVE COMPONENTS - HIGH PRESSURE SYSTEM
Poppet Intake Valve Components:

• Piston (1) • Poppet Plate Orifice - 14.3 mm
• Shaft (2) (.5625 in) (6)
• Main Spring (3) • Poppet Plate Spring (7)
• Shaft Shoulder (4) • Main Spring Chamber (8)
• Poppet Plate (5) • 2.4 mm (.093 in) Orifice (9)
The Piston (1) is bolted to the Shaft (2) therefore they move together as a unit. The
Main Spring (3) is pushing the Piston closed (upward). The Shaft Shoulder (4) on
the Shaft is holding the Poppet Plate (5) closed on its seat. A small amount of air
can enter the Compressor through the Poppet Plate Orifice (6).
Air pressure supplied to Port 2 builds and creates force on the Piston. When air
pressure is greater than Main Spring pressure the Piston moves. As the Piston and
Shaft move downward, the Shaft Shoulder moves away from the Poppet Plate.
The light Poppet Plate Spring (7) still holds the Poppet Plate closed. With the
Compressor running, the atmospheric pressure overcomes the Poppet Plate Spring
pressure, the Poppet Plate opens and the Compressor loads.
Air flow supplied to Port 1A builds pressure and combines with Main Spring
pressure. When air and Main Spring pressure in the Main Spring Chamber (8)
overcomes the air pressure on the opposite side of the Piston, the Piston moves
(upward).The 2.4 mm (.093 in) orifice (9) allows air to exit and prevents a pressure
lock. As the Piston and Shaft move, the Shaft Shoulder pushes the Poppet Plate
closed.
TOP VIEW
PORT 2
PORT 3
FROM THE NORMALLY OPEN PORT 1A
SOLENOID VALVE
PORT 1B
2.8 mm (.109 in)
ORIFICE
SIGHT GLASS
PORT 1C
(ON TOP)
FROM OIL FROM THE NORMALLY CLOSED

DISTRIBUTION SOLENOID VALVE
MANIFOLD 70
POPPET INTAKE VALVE LUBRICATION - HIGH PRESSURE SYSTEM
The Main Spring Chamber is filled with compressor oil to lubricate the Piston
O-Ring and to reduce the air volume in the Main Spring Chamber. This promotes
quicker response time when closing the Poppet Plate.
Compressor oil from the Oil Distribution Manifold flows into the Main Spring
Chamber through Port 1B which is located at the lowest point of the Main Spring
Chamber.
Compressor oil overflows through Port 1C through a loop hose to Port 3. Port 1C is
located at the highest point on the Main Spring Chamber. A 2.8 mm (.109 in) Orifice
is installed at Port 3 to reduce the amount of oil that is drawn into the Compressor
air stream.
3
2 8
6
5
7 4
5 9
5
1
71
COMPRESSOR CONTROL PANEL - HIGH PRESSURE SYSTEM
Compressor Control Panel - High Pressure System Components:

• Air Supply from Air Receiver Tank (1) • N/C Solenoid Valve (6)
• Pressure Reducing Regulator (3) • Running Blowdown Valve (8)
• Safety Relief Valve (4) • Shutdown Blowdown Valve (9)
• Cat Test Points (5)
Air supply from the Air Receiver Tank (1), flows through a Water Separator to the
Air Manifold (2) and to a Pressure Reducing Regulator (3). This Pressure Reducing
Regulator is adjusted to supply Port 2 of the Poppet Intake Valve with a constant
345 kPa (50 psi) signal.
A Safety Relief Valve (4) set to open at 689.5 kPa (100 psi) is installed to protect
against over-pressure. The Safety Relief Valve is installed downstream of the
Pressure Reducing Regulator.
The N/C Solenoid Valve (6) and N/O Solenoid Valve (7) are supplied with air from
the Pressure Reducing Regulator.
The Running Blowdown Valve (8) and the Shutdown Blowdown Valve (9) are
mounted directly on the Air Manifold.
1 5
2
4
3
72
PRESSURE REDUCING REGULATOR - HIGH PRESSURE SYSTEM
Pressure Reducing Regulator - High Pressure System Components:

• Pressure Reducing Regulator (1)
• Diaphragm Chamber (2)
• Spring (3)
• Diaphragm (4)
• Secondary Spring (5)
The Pressure Reducing Regulator (1) is designed to supply constant air pressure
downstream.
The Pressure Reducing Regulator is normally open and will maintain the same
pressure through the Pressure Reducing Regulator provided the air pressure in the
Diaphragm Chamber (2) is lower than the Spring (3) pressure (Figure 1).
When the pressure in the Diaphragm Chamber increases and overcomes Spring
pressure the Diaphragm (4) is pushed downward and the Secondary Spring (5)
pushes the valve down, reducing air flow through the Pressure Reducing Regulator
(Figure 2).
The Pressure Reducing Regulator will remain closed until the air pressure in the
Diaphragm Chamber is lower than Spring pressure and the valve will reopen
(Figure 3).
73
N/C SOLENOID VALVE - HIGH PRESSURE SYSTEM
The N/C Solenoid Valve is located on the upper left corner of the Compressor
Control Panel (circled).
The N/C Solenoid Valve is supplied air flow from the Pressure Reducing Regulator.
This 24V Solenoid Valve is normally closed (when de-energized), and opens to
allow air flow through the N/C Solenoid Valve when energized.
When energized the N/C Solenoid Valve opens and air flows though to Port 2 of the
Poppet Intake Valve. This opens the Poppet Intake Valve, allowing maximum air to
be drawn into the Compressor.
The Pressure Reducing Regulator should be adjusted to provide 345 kPa (50 psi)
at Port 2, not at the Cat Test Ports in the Compressor Control Panel.
The 24V signal to energize the N/C Solenoid Valve is controlled by the ECM.
On start up, if the compressor oil is cold (less than 60°C (140°F)) the N/C Solenoid
Valve will not be energized for six minutes, allowing the Engine and Compressor to
warm up.
If compressor oil temperature is above 60°C (140°F), the N/C Solenoid Valve may
be energized after three minutes, if required.
If the compressor oil is already above 60°C (140°F) (warmed up) at start up, the
N/C Solenoid Valve will be energized after three minutes, provided the Engine is at
full rpm, the drill is in Drill Mode, and the Air Receiver Tank pressure is below the
pressure set point.
74
N/O SOLENOID VALVE - HIGH PRESSURE SYSTEM
The N/O open Solenoid Valve (circled) is located below the N/C Solenoid Valve.
It is supplied air flow from the Pressure Reducing Regulator.
This 24V N/O Solenoid Valve is normally open (when de-energized), allowing air
flow through, and closes to block air flow through the N/O Solenoid Valve when
energized.
The 24V signal to energize the N/O Solenoid Valve is controlled by the ECM.
When de-energized (open) air flows through the N/O Solenoid Valve to Port 1A
of the Poppet Intake Valve, holding it closed, and to pilot the Running Blowdown
Valve open to dump air. This ensures the Compressor is unloaded when the N/O
Solenoid is de-energized.
When the N/O Solenoid Valve is energized the N/O Solenoid Valve closes and
blocks air flow to Port 1A of the Poppet Intake Valve. The pressure signal to Port
1A vents through the loop line to Port 3. The pressure signal to the Pilot Port of the
Running Blowdown Valve is also vented, so the Running Blowdown Valve closes,
allowing pressure to build in the Air Receiver Tank.
75
COMPRESSOR BLOWDOWN VALVES - HIGH PRESSURE SYSTEM
Two pilot actuated, Blowdown Valves are mounted directly onto the Air Manifold.
Their purpose is to dump air to atmosphere when required.
The Running Blowdown Valve (red circle) is a normally closed valve, which is
piloted open by a signal from the N/O Solenoid Valve. The purpose of the Running
Blowdown Valve is to dump air from the Air Receiver Tank, via the Air Manifold,
when the Engine is running.
Whenever the N/O Solenoid Valve is de-energized (open) the Running Blowdown
Valve is piloted open, dumping air from the Air Receiver Tank.
The Shutdown Blowdown Valve (red square) is a normally open valve, which is
piloted closed by a pressure signal from before the Discharge Check Valve on start
up. The purpose of the Shutdown Blowdown Valve is to dump the air from the Air
Receiver Tank when the Engine is shut down.
On Engine start up, the Compressor draws air through the 14.3 mm (.5625 in)
Poppet Plate Orifice and lightly loads the Compressor. Pressure builds at the
Discharge Check Valve and generates the pilot signal that closes the Shutdown
Blowdown Valve allowing the Air Receiver Tank to fill.
On Engine shut down, pressure upstream of the Discharge Check Valve leaks
back through the rotors. The pilot signal is lost to the Shutdown Blowdown Valve, it
opens and releases the air from the Air Receiver Tank.
76
SPIRAL VALVE REGULATOR AND CONTROL SOLENOID VALVE - HIGH
PRESSURE SYSTEM
Spiral Valve Regulator and Control Solenoid Valve are circled in red.
The regulator is supplied air from the manifold and pressure reducing regulator.
It controls the air pressure supplied to the control solenoid and actuator.
The solenoid is actuated by the Flow Reduction Button on the left key pad. When
the Flow Reduction Button is pressed, the N/C solenoid is energized and opens.
Air flows down to the actuator and extends the cylinder against spring pressure.
The regulator should be adjusted to supply enough pressure to fully extend the
actuator, see the Service Manual for specification.
The supply line to the actuator tees into an exhaust orifice of .762 mm (.03 in). This
allows some of the air supply to exhaust whenever the N/C Solenoid is energized.
When the N/C Solenoid is de-energized the valve closes and the air supply to the
actuator is cut. The spring pressure in the actuator overcomes the decreasing air
pressure as it bleeds out through the orifice, and the actuator retracts.
3
5
5 2
1
77
MAIN AIR VALVE
The Main Air Valve (1) is located beside the right side of the Compressor.
The Main Air Valve is actuated by the Left Thumb Roller on the Right Joystick when
in Drill Mode.
The Main Air Valve opens to allow the compressed air stored in the Air Receiver
Tank (2), through the Bull Hose, Rotary Head, Drill String, and down to the bit, for
drilling.
The drilling air supply comes from the Minimum Pressure Valve (3) via a 63.5 mm
(2.5 in) Discharge Hose (4).
A Pilot Line (5) supplies compressed air to the electric/pneumatic Air Valve
Controller (6).
When the Air Valve Controller is energized it allows pilot air to turn the Air Valve
through 90 degrees, from fully closed to fully open or fully open to fully closed.
Note: The inset image above shows pilot line attachment to the Air Valve
Controller.
2
78
AUXILIARY AIR SUPPLY
Components:
• Pressure Reducing Regulator (1)
• Safety Relief Valve (2)
• Pressure Test Port (3)
Compressed air is supplied from the receiver tank to a pressure reducing regulator
mounted adjacent to the receiver tank. Installed directly downstream of the
Regulator a manifold with a small safety relief valve and a test port is installed. This
enables accurate adjustment of the regulator.
The Auxiliary Air Pressure Regulator should be adjusted to the pressure specified
in the Service Manual
From the manifold the air may be supplied to the following components:
• Thread Greaser
• Hammer Oil System (High pressure drills only)
• Dust Collector (optional)
• Air Ride Seat (optional)
• Quick Release Air Tool Port
These components are detailed in the following pages.

79
RECEIVER TANK - WATER SEPARATOR
A Water Separator is installed directly on to the Receiver tank.
This is the supply to the Control Manifold.
The drain from this water separator passes through a 1.59mm orifice,
then Tees into the line from the blowdown valves to the muffler.
This reduces any transfer of moisture or condensation to the control

manifold and blowdown valves.
4 5
6
3
2
80
AIR SERVICE UNIT
Components:
• Air Supply Hose (1)
• Control Solenoid (2)
• Filter with Water Separator and Manual Drain (3)
• Air Pressure Regulator (4)
• Air Line Lubricator (5)
• Delivery Hose to Pump (6)
Air supply to the Air Service Unit is from the Auxiliary Regulator installed at the Air
Receiver Tank through the Air Supply Hose (1).
The Filter with Water Trap and Manual Drain (3) has a washable element and a
manual drain to release condensation.
The Air Pressure Regulator (4) is adjustable (See OMM for specifications).
The Air Line Lubricator (5) meters a small amount of oil into the air supply through
the Delivery Hose (6). This lubricates the Hammer Oil Pump. (See OMM for oil
specifications.
3 4 5
1
6
2
2 81
THREAD GREASE SYSTEM
Components:
• Control Solenoid (1)
• Air hose to the Thread Greaser Nozzle (2)
• Water Separator (3)
• Lubricator (5)
• Air Line to Grease Pump (6)
The Thread Grease function is activated by the top left button on the right hand
joystick. When the button is pressed the control solenoid is energized. The N/
C Solenoid opens and allows air to flow to the Air Service Unit and to the
thread greaser nozzle.
The Water Separator has a manual drain tap and should be drained daily. The
Regulator should be adjusted to specification The Air Line Lubricator adds a
small amount of oil into the air supply to lubricate the pump. Must be filled with
the specified oil as required.
Notes
PURPOSE REVIEW

operational strategies of the MD6250 Rotary Drill Air
System/Compressor.
83

REASON REVIEW

Air System/Compressor in order to provide effective
satisfaction.
84


and describe the operational strategies of the MD6250
Rotary Drill Air System/Compressor during a classroom
post-assessment with at least 80% accuracy.
85

You are able to:

• Locate and identify major MD6250 Rotary Drill Air
System/Compressor components
Air System/Compressor service points
Rotary Drill Air System/Compressor
86

MD6250 Rotary Drill

Dust Control System
SERV2107
SERV2107 - 03/18 -3- Module 6 - Dust Control System
TABLE OF CONTENTS
PURPOSE �� 5
REASON �� 6
INTRODUCTION �� 9
PHYSICAL CONTAINMENT - DUST CURTAINS ��.....��10
DUST CURTAIN LIFTING ��11
DUST CURTAINS AND TRAM INTERLOCK�� 12
PIPE SEAL �� 13
WATER TANKS �� 14
SACRIFICIAL ANODES �� 15
WATER TANK LEVELS �� 16
WATER INJECTION PUMP�� 17
WATER INJECTION SYSTEM SCHEMATIC �� 18
WATER INJECTION MONITORING�� 19
DUST COLLECTOR SYSTEMS - PRE-CLEANER �� 20
DUST COLLECTOR SYSTEMS - COMPONENTS �� 21
DUST COLLECTOR SYSTEMS - FAN FUNCTION �� 22
DUST COLLECTOR SYSTEMS - FILTER FLUSHING FUNCTION �� 23-24
SAFETY BRIEFING
• Storm Shelter
4
PURPOSE

strategies of the MD6250 Rotary Drill Dust Control
System.
5
REASON

operational strategies of the MD6250 Rotary Drill Dust
Control System in order to provide effective customer
service, which enhances customer satisfaction.
6

strategies of the MD6250 Rotary Drill Dust Control
System during a classroom post-assessment with at
least 80% accuracy.
7
LEARNING OUTCOMES

Operator’s Station module, you will be able to:
• Locate and identify major MD6250 Rotary Drill Dust
Control System components
the MD6250 Rotary Drill Dust Control System
MD6250 Rotary Drill Dust Control System
8
9
INTRODUCTION
Dust created during drilling operations can lead to poor visibility at the drill site, is
an environmental issue, clogs drill filters, coolers, air conditioners, and increases
wear rate between moving parts.
To minimize the effects of dust, four dust control methods are incorporated into the
MD6250:
• Physical containment - fully enclosed under-platform area
• Track sprays (Optional)
• Water injection into bailing air
• Dust collection (Optional)
Each system will be discussed individually.

1 3
10
PHYSICAL CONTAINMENT - DUST CURTAINS
Physical Containment - Dust Curtains Components:

• Front Dust Curtains (1)
• Front Dust Curtain Lifter (2) • Rear Dust Curtain (4)
• Side Dust Curtains (3) • Rear Dust Curtain Lifter (5)
.
2
2
11
DUST CURTAIN LIFTING
Dust Curtain Lifting Components:

• Dust Curtain Lift Cylinder (1)
• Dust Curtain Lifter (2)
• Dust Curtain Proximity Switch (3)
The Front and Rear Dust Curtains are raised or lowered at the same time with a
single Dust Curtain Lift Cylinder (1) on each Dust Curtain Lifter (2) if the operator
switches from drill mode to tram mode buttons on the Right Keypad on the Right
Console or using the Right Joystick.
A Dust Curtain Proximity Switch (3) is mounted above and right of the Rear Dust
Curtain Lifter. The Front Dust Curtain Lifter arrangement is identical. Both Dust
Curtains must be fully raised to allow tramming.
When the Proximity Switch is actuated a signal is sent to the Drill System Monitor
indicating the raised or lowered position of the Dust Curtains. The Proximity Switch
indicates only when the Dust Curtains are fully raised.
1 2
12
DUST CURTAINS AND TRAM INTERLOCK
Dust Curtains and Tram Interlock Components:

• Interlocks Screen (1)
• Dust Curtain Icon (2)
The Dust Curtain Proximity Switches send a signal to the Interlocks screen (1) on
the Drill System Monitor indicating whether the Dust Curtains are raised or lowered.
The Dust Curtain Icon (2) on the Interlocks Screen is red if the dust curtains are
lowered and green if raised.
If the Dust Curtains are detected in the lowered position tram interlock will be
engaged.
13
PIPE SEAL
The Pipe Seal (1) that the drill pipe passes through plays an integral part in sealing
the under-platform area. The Pipe Seal also prevents dust and cuttings from
ejecting upward through the Deck Bush onto the drilling platform.
Worn Pipe Seals will reduce the service life of the Deck Bush.
The Pipe Seal has been redesigned to a cassette-type format allowing easier
removal and replacement.
Because of constant exposure to dust and cuttings the Pipe Seal requires regular
inspection. See OMM for inspection schedule.
2
5
3
4
1
5
4
14
WATER TANKS
Water Tank Components:

• Main Water Tank (1)
• Auxiliary Water Tank 1 (2)
• Auxiliary Water Tank 2 (Optional) (3)
• Water Level Sensor (4)
• Water Fast Fill (Optional) (5)
Water for dust control is stored in a combination of three tanks.

• The Main Water Tank (1) holds 1,271 liters (336 gal) and is mounted under the
Mainframe at the front of the drill
• The Auxiliary Tank (2) holds 1,514 liters (400 gal) and is mounted toward the
rear left above the Mainframe, and may be installed as an option, if a Dust
Collector Unit is not installed
• An optional Auxiliary Tank 2 (3) insulated for extreme cold holds 1,514 liters
(400 gal) and is mounted below the Mainframe to the rear of the Main Water
Tank.
The Main and Auxiliary 1 Tanks are fitted with an electronic Water Level Sensor (4)
that reads the tank water level.
An optional Water Fast Fill (5) is located at the front left of the drill below the
Mainframe.
1
5
2
15
SACRIFICIAL ANODES
Water Tank Components:

• Water Tank (1)
• Sacrificial Anodes (2)
• Vent and Overflow (3)
• Level Sensor (4)
• Manual Fill point (5)
Sacrificial Anodes are highly active metals that are used to prevent a less active
material surface from corroding.
Sacrificial Anodes are created from a metal alloy with a more negative
electrochemical potential than the other metal it will be used to protect.
Often found in highly corrosive applications like marine engines and also used in
hot water tanks/heaters.
In this case two zinc anodes are bolted into each tank.
They are accessible through the top inspection hatch.
The zinc anode will attract any electrical charge and corrode while protecting the
steel tank structure.
16
WATER TANK LEVELS
The Main and Auxiliary Tank 1 Water Level (1) is displayed in the Water Level field
which is displayed on the Main System Screen (2) on the right Drill System Monitor
in the Operator’s Station.
The Auxiliary Water Tank (if fitted) is mounted on the deck is higher than, and
drains into the Main Water Tank.
The electronic Water Level Sensor will activate an alarm at 10% Main Tank
Capacity.
This is to alert the operator that he will need to refill the water tank(s) soon.
When the water tank level drops to 5% capacity, the Water Injection Pump will be
de-activated, so the water injection system will not be operational. This prevents
damage to the Water Injection Pump from running with no water.
17
WATER INJECTION PUMP
The Water Injection Pump (1) is mounted at deck level between the left front Jack
and the Left Cooler Pack. It is a sealed unit which is hydraulically driven. It is
actuated from the operators right Joystick.
Water ON/OFF is actuated by the right Joystick, left thumb roller.
Water Volume is adjusted by the right Joystick right thumb roller.

WATER INJECTION SYSTEM SCHEMATIC

FLUSHING AIR FROM COMPRESSOR TO DRILL STRING
FLUSHING AIR VALVE WATER MIXED WITH
FLUSHING AIR
3
CHECK VALVE
AIR LINE
TRAM
WATER LINES
SPRAY
PILOT OIL
NOZZLES
TO TANK
AIR/WATER MIXED LINE
THREE-WAY BALL VALVE
S
WITH ACTUATOR
WATER
INJECTION
1
2
PUMP
WATER
TANK HYDRAULIC OIL SUPPLY TO TANK
18
WATER INJECTION SYSTEM SCHEMATIC
Water System Schematic Components:

• Water Injection Pump (1)
• Water Tank (2)
• Check Valve (3)
The Water Injection Pump (1) pulls water from the Water Tank (2) and injects water
under pressure into the compressed air system downstream of the Main Air Valve.
There is a Check Valve (3) installed at the injection point to prevent air entering the
water system.
Water injection provides dust suppression of the drill cuttings and is also used to
help stabilize any broken, unconsolidated material at the top of, and throughout the
drill hole.
19
WATER INJECTION MONITORING
The Water Injection function is switched on and off by the right Joystick, left thumb
roller.
The amount of water being injected is adjusted by the right Joystick, right thumb
roller.
This increases or decreases the electrical signal to the Water Injection Spool
Solenoids. The increased current moves the hydraulic spool further, increasing oil
flow.
Water injection rate is variable from zero to maximum pump capacity of 40 liters/
minute (10.5 gal/min).
4
20
DUST COLLECTOR SYSTEM - PRE-CLEANER
Dust Collector System - Pre-Cleaner Components:

• Pre-Cleaner Housing (1)
• Pre-Cleaner Discharge (2)
• Transfer to Dust Collector Unit (3)
• Dust Skirts (4)
The purpose of the Pre-Cleaner is to separate the larger particles from the dust and
prevent the larger particles being transferred into the Dust Collector.
A Deflector Plate inside the Pre-Cleaner Housing (1) deflects the larger, heavier
particles downwards into the Pre-Cleaner Discharge (2).
The Pre-Cleaner Discharge is held closed by suction while the Dust Collector Fan
is switched on. When the Dust Collector Fan is stopped, or when the weight of
the particles in the discharge is greater than the suction force, the Pre-Cleaner
Discharge opens and the particles drop to the ground.
The finer particles and dust are drawn by suction, around the Deflector Plate,
upwards through the Dust Collector Transfer (3) into the Dust Collector Suction
Hose, then into the filters.
21
DUST COLLECTOR SYSTEM - COMPONENTS
Dust Collector System Components:

• Dust Collector Assembly (1)
• Fan Drive Motor (2)
• Suction Hose (Obscured view) (3)
The Dust Collector Assembly (1) is installed adjacent to the Mast on the left side of
the deck.
A bent axis Hydraulic Fan Drive Motor (2) drives a fan that creates suction. This
suction draws the dust and fine particles through the Pre-Cleaner, Suction Hose (3)
and into the Filters.
The Dust Collector is activated by the upper left button on the operator’s left
console.
The Dust Collector will only actuate in “DRILL” mode and the drilling air is switched
on.
1
5
4
22
DUST COLLECTOR SYSTEM - FAN FUNCTION
Dust Collector System - Fan Function Components:

• Fan Motor (1)
• Fan Motor Speed Sensor (2)
• Fan Wheel (3)
• Fan Wheel Housing (4)
• Exhaust Vent (5)
When the Dust Collector Function is activated the oil supply to the Fan Motor (1)
commences.
An electronic Fan Motor Speed Sensor (2) monitors Fan Motor RPM and sends the
reading to an ECM. This signal may be used to adjust the oil supply to adjust the
speed of the Fan Wheel (3).
The Fan Wheel, housed in the Fan Wheel Housing (4), sucks from the underside in
the center and pushes the air outward.
Only clean air should be exhausted out the Exhaust Vent (5). If dust is seen
exhausting from the Exhaust Vent then a filter is torn and MUST be replaced
immediately. If contaminated air travels through the fan, severe and rapid erosion
of the Fan Wheel will occur causing disintegration.
5 5
4 4
3 2 2 3
23
DUST COLLECTOR SYSTEM - FILTER FLUSHING FUNCTION
Dust Collector System - Filter Flushing Function Components:

• Air Manifold (1)
• Electronic Directional Valves (2)
• DIN Plugs (3)
• Flushing Valves (4)
• Air Valves (5)
The air supply for the Dust Collector comes from the Auxiliary Air Pressure
Regulator on the side of the Air Receiver Tank, to a Water Trap with Manual Drain
Valve.
The air supply is directed to the Air Manifold (1) which supplies the Electronic
Directional Valves (2).
The timer card sends a signal via the DIN Plugs (3) to the Directional Valves.
The Directional Valve is piloted and shifts, diverting air to one end of the Air
Cylinder.
This is what extends and retracts the Air Cylinder, which opens and closes the Air
Valves.(5)
When the Air Valves are open the suction from the fan is drawing air through the
filters.
When the air valves are closed, the timer card signals the Flushing Valve to open.
A short (.5 second) blast of air is sent into the inside (clean side) of the filter. This
blast of air dislodges the dust that has been drawn into the outside of the filter. Only
one filter is reverse flushed at a time. The timer card sequences the flushing.
PURPOSE REVIEW
This module was designed to introduce

you to the components, service points, and
operational strategies of the MD6250 Rotary
Drill dust control system.
25
REASON REVIEW
This training was necessary for you to gain

knowledge of components, service points and
operational strategies of the MD6250 Rotary
Drill dust control system in order to provide
effective customer service, which enhances
customer satisfaction.
26
You have demonstrated that you can

accurately locate and identify components,
service points, and describe the operational
strategies of the MD6250 Rotary Drill dust
control system during a classroom post-
assessment.
27
You are able to:

• Locate and identify significant dust control system
components
• Locate and describe the important service points
on the dust control system
the components and systems of the dust control
system
28
MD6250 Rotary Drill

Lubrication System
SERV2107
SERV2107 - 03/18 -3- Module 7 - Lubrication System
TABLE OF CONTENTS
PURPOSE �� 5
REASON �� 6
LUBRICATION SYSTEM INTRODUCTION �� 9
CENTRAL LUBRICATION SYSTEM - COMPONENTS �� 10
MANUAL GREASE POINTS �� 11
CENTRAL LUBRICATION SYSTEM - INJECTOR BANKS ��12
SPECTRAL ADJUSTMENT SYSTEM �� 13
CENTRAL LUBRICATION SYSTEM - SLV INJECTORS �� 14
HAMMER OIL SYSTEM - COMPONENTS �� 15
AIR SERVICE UNIT COMPONENTS �� 16
THREAD GREASER SYSTEM - COMPONENTS �� 17
THREAD GREASER SYSTEM - AIR SERVICE UNIT �� 18
SAFETY BRIEFING
• Storm Shelter
4
PURPOSE

strategies of the MD6250 Rotary Drill Lubrication
System.
5
REASON

Lubrication System in order to provide effective
satisfaction.
6

least 80% accuracy.
7
LEARNING OUTCOMES

Lubrication System module, you will be able to:
Lubrication System components
the MD6250 Rotary Drill Lubrication System
MD6250 Rotary Drill Lubrication System
8
1 2 3
9
LUBRICATION SYSTEM INTRODUCTION
Supplied as options, drills may have the following lubrication systems:

• Central Lubrication System (1)
• Hammer Oil System (High Pressure Drills Only) (2)
• Thread Greaser System (3)
The Central Lubrication System (1) consists of an electrically powered and

controlled Grease Pump and a series of Grease Injectors, designed to provide
grease to various points.
The Hammer Oil System (2) is installed on high pressure drills. This system injects
oil into the drilling air to lubricate the DTH Hammer.
The Thread Greaser System (3) sprays a specified lubricant onto the threads of
each drill pipe to lubricate the threads. This assists in breaking out (unscrewing) the
drill pipes.
2
3
10
CENTRAL LUBRICATION SYSTEM - COMPONENTS
Central Lubrication System Components:

• Central Lubrication Tank (1)
• Central Lubrication Motor and Pump (2)
• Grease Manifold (3)
• Central Lubrication Tank Fill Hose (4)
The Central Lubrication Tank (1) is mounted on the front walkway on the left side of
the drill. The grease is filled through a bulk fill fitting at the service center.
An electrically operated Central Lubrication Pump (2) is mounted on the Central

Lubrication Tank. The Pump discharges grease into the delivery line which supplies
grease to all Injector Banks around the drill. A Pressure Reducing Valve is installed
in the line before it continues to the Grease Manifold (3).
A pressure sensor installed in the grease line sends a signal to the monitor. When
the set pressure is reached, the power to the pump is cut and the system stops
pumping.
The pressure setting and the time interval between cycles for the system is
programmed through Cat ET.
11
MANUAL GREASE POINTS
Some points on the drill are not greased by the Central Lubrication System. This
is generally because the grease points travel too far, require very little grease, or
have too many moving parts nearby.
The top left image shows the Cable Tensioner assembly. Each of the four sheave
pins travel up and down the mast and very long hoses would be required to grease
these. Recommended 2 pumps of a grease gun every 50 hours.
The top right image shows the Hydraulic Operated Break Out wrench.
Recommended 2 pumps to each grease nipple every 50 hours.
The 4 pivot pins at the top of the boarding stairs require little. Recommended 2
pumps to each grease nipple every 250 hours.
12
CENTRAL LUBRICATION SYSTEM - INJECTOR BANKS
The MD6250 Rotary Drill now has the grouping of SLV grease injector banks into
localized areas. Decals detail the grease point supplied to each injector.
The primary benefit is the reduction of hose length to the various greasing points.
Each of the grouped greasing units is supplied by the Central Lubrication System.
In the event grease cannot be supplied from the Central Lubrication System hand
lubrication is still possible from a central location or location near each of the
grouped greasing points.
If any point is noticed not to be receiving grease, it should be noted and recorded,
and repaired as soon as practical.
Likewise if a grease point is seen to be receiving an excessive amount of grease,

the injector should be adjusted to reduce the amount of waste.
SL-V XL Spectrum Adjustment Sleeves

Output Ratio from Ratio from Sleeve
Part #
in cc Minimum Output Maximum Output Cover
N/A 0.015 0.25 1 0.050 N/A
85785-1 0.03 0.50 2 0.100 Red
85785-2 0.045 0.75 3 0.150 Silver
85785-3 0.06 1.00 4 0.200 Gold
85785-4 0.075 1.25 5 0.250 Green
85785-5 0.112 1.87 7.5 0.375 Black
85785-6 0.15 2.50 10 0.500 Purple
85785-7 0.188 3.12 12.5 0.625 Blue
85785-8 0.225 3.75 15 0.750 Orange
85785-9 0.262 4.37 17.5 0.875 Brown
85785-10 0.3 5 20 1.000 Yellow
13
SPECTRUM ADJUSTMENT SYSTEM
The spectrum adjustment system consists of a set of color-coded anodized

aluminium sleeves that provide an easy way to adjust the output of the injectors
and gives a clear indication of the output setting. This allows for easy system
installation and preventative maintenance.
To install a spectrum adjustment sleeve:

• Remove and discard the Lock Nut, place Sleeve onto Adjusting Screw and
tighten.
14
CENTRAL LUBRICATION SYSTEM - SLV INJECTORS
Stage 1: The Injector Piston is in its normal, or rest position. Incoming lubricant
is directed through the slide valve to both sides of the piston. The piston moves
downward against the shoulder and grease fills the measuring chamber. The
indicator stem is fully retracted away from the stop of the adjusting screw.
Stage 2: An increase in pressure causes the slide valve to move against the spring
force. As the slide valve moves it closes passage 1 and opens passage 2 to the
outlet port. The pressure of the incoming grease is now acting only on the bottom
of the piston. The incoming grease displaces the piston which forces the grease
in the measuring chamber to be dispensed through passage 2, through the slide
valve to the outlet.
Stage 3: The piston will dispense grease until the indicator stem hits the stop of
the adjusting screw. The volume of grease dispensed can be adjusted by limiting
the travel of the piston. The piston and slide valve remain in this position until the
grease pressure in the supply line is vented.
Stage 4: As pressure is relieved, the compressed spring moves the Slide Valve
downward and closes the passage 2 and opens passage 1. The grease pressure
in the supply line is now acting on both sides of the piston causing it to move
downward. As it moves downward a volume of grease flows from the underside of
the piston past the slide valve into passage 1 and to the upper side of the piston.
The injector is now ready for the next cycle.
1 6
4 5
15
HAMMER OIL SYSTEM - COMPONENTS
Hammer Oil System - Components:

• Hammer Oil System Air Solenoid Valve (1)
• Hammer Oil Pump (2)
• Hammer Oil Tank (3)
• Hammer Oil Cycle Switch (4)
• Constant Delivery Distributor Block (5)
• Air Service Unit Air Pressure Regulator (6)
The optional Hammer Oil System supplies lubrication to the DTH Hammer.
The Hammer Oil System Air Solenoid Valve (1) is energized and runs the Hammer
Oil Pump (2) mounted on the Hammer Oil Tank (3) until the Hammer Oil Cycle
Switch (4) counts ten strokes from the Constant Delivery Distributor Block (5).
If the Drill Control Module fails to count ten strokes in the correct time (two seconds
less than calculated time) a Hammer Oil interlock will be activated.
The Air Service Unit Air Pressure Regulator (6) is set to 345 kPa (50 psi). This
setting may be increased as the Hammer Oil Pump wears and decreases in
efficiency.
2 4
3 6
5
1
16
AIR SERVICE UNIT COMPONENTS
Air Service Unit Components:

• Control Solenoid Air Valve (N/C) (2)
• Filter with Water Trap and Manual Drain (3)
Air supply to the Air Service Unit is from the Auxiliary Regulator installed at the Air
Receiver Tank through the Air Supply Hose (1).
The Control Solenoid Air Valve (2) opens when energized.
The Air Pressure Regulator (4) is adjustable (See OMM for specifications.)
the Delivery Hose (6). This lubricates the Hammer Oil Pump. (See OMM for oil
specifications.)
6
2
7
17
THREAD GREASER SYSTEM - COMPONENTS
Thread Greaser System - Components:

• Thread Grease Pump (1) • Air Hose (5)
• Thread Grease Drum (2) • Deck Wrench (6)
• Thread Grease Nozzle (3) • Deck Bush (7)
• Thread Grease Hose (4)
The Thread Greaser system uses a pneumatically powered Thread Grease Pump
(1), which is supplied from the Air Receiver Tank through the Auxiliary Air Pressure
Regulator.
The Air Service Unit is mounted on the side of the Thread Grease Drum (2), to
filter, lubricate, and regulate the air.
The thread greasing function is activated by the left top button on the right Joystick
(See Module 1 Operator’s Station).
When energized, the Thread Greaser Solenoid opens and allows air to the Air
Service Unit. This air then actuates the Pneumatic Grease Pump, which supplies
the Thread Grease Nozzle (3) through the Thread Grease Hose (4).
Air from the Thread Greaser Solenoid is also supplied to the Thread Grease Nozzle
through the Air Hose (5). The combined grease and compressed air at the nozzle is
sprayed onto the drill pipe thread.
Also shown for reference are the Deck Wrench (6) and Deck Bush (7).
5
3 4
18
THREAD GREASER SYSTEM - AIR SERVICE UNIT
Thread Greaser System - Air Service Unit:

• Thread Greaser Solenoid (1)
• Filer with Water Trap and Manual Drain (3)
The Thread Greaser Solenoid is normally closed but opens when energized and
allows air to the Air Service Unit through the Air Supply Hose (2).
The Air Pressure Regulator (4) is adjustable (See OMM for specifications)
the Delivery Hose (6). This lubricates the Thread Grease Pump. (See OMM for oil
specifications).
PURPOSE REVIEW

Lubrication System.
19
REASON REVIEW

Lubrication System in order to provide effective
satisfaction.
20

least 80% accuracy.
21
You are able to:

Lubrication System components
Lubrication System service points
Rotary Drill Lubrication System
22
MD6250 Rotary Drill

Mast
SERV2107
SERV2107 - 03/18 -3- Module 8 - Mast
TABLE OF CONTENTS
PURPOSE�� 5
REASON�� 6
MAST - INTRODUCTION�� 9
A-FRAME AND MAST RAISE CYLINDERS�� 10
MAST RAISE CYLINDERS - LUBRICATION AND COUNTERBALANCE VALVE��11
MAST LOCKING�� 12
FEED SYSTEM�� 13
FEED CYLINDER�� 14
HOIST/PULLDOWN CABLES AND SHEAVES�� 15
PULLDOWN CABLES�� 16
HOIST CABLES�� 17
CABLE TERMINOLOGY AND MAINTENANCE�� 18-19
CABLE INSPECTION�� 20
CABLE DAMAGE EXAMPLES�� 21
ROTARY HEAD�� 22
ROTARY HEAD SWIVEL SEAL�� 23
ROTARY HEAD MAIN SHAFT BEARING ADJUSTMENT�� 24-26
ROTARY HEAD INTERMEDIATE BEARING ADJUSTMENT�� 27
ROTARY HEAD ALIGNMENT �� 28-29
LOWER CAROUSEL - RIGHT SIDE�� 30-31
LOWER CAROUSEL - LEFT SIDE�� 32
UPPER CAROUSEL�� 33
UPPER CAROUSEL BEARING CAP AND JOURNAL BEARINGS�� 34
DECK WRENCH�� 35
OLD STYLE DECK WRENCH RETAINING PLATE - WELDED�� 36
HYDRAULICALLY OPERATED BIT BASKET (HOBB)�� 37
HYDRAULICALLY OPERATED BREAK-OUT WRENCH (HOBO)�� 38-39
PIPE POSITIONER�� 40
SERV2107 - 03/18 -4- Module 8 - Mast
TABLE OF CONTENTS
WIRE CABLE PIPE CATCHER AND PIPE SAFETY BAR (IF EQUIPPED)�� 41-42
WINCH�� 43
WINCH - OIL CHANGE�� 44
DRILL STRING - TOP SUB�� 45
DRILL STRING - DRILL PIPES�� 46
DRILL STRING - BIT SUB�� 47
SERV2107 - 03/18 -5- Module 8 - Mast
SAFETY BRIEFING
• Storm Shelter
5
SERV2107 - 03/18 -6- Module 8 - Mast
PURPOSE

strategies of the MD6250 Rotary Drill Mast.
6
SERV2107 - 03/18 -7- Module 8 - Mast
REASON

operational strategies of the MD6250 Rotary Drill Mast
in order to provide effective customer service, which
7
SERV2107 - 03/18 -8- Module 8 - Mast

accurately locate and identify major components,
major service points, and be able to describe the
accuracy.
8
SERV2107 - 03/18 -9- Module 8 - Mast
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Mast

module, you will be able to:
Mast components
Mast service points
MD6250 Rotary Drill Mast
9
SERV2107 - 03/18 10- Module 8 - Mast
10
MAST - INTRODUCTION
The Mast is a major assembly on the MD6250 Rotary Drill and is comprised of
several sub-assemblies:
• Mast Raise Cylinders: Move the Mast through 90 degrees of motion, from
horizontal to vertical for drilling
• Feed System: Moves the Rotary Head up and down the Mast
• Rotary Head: Creates rotation for the drilling process
• Carousel: A Rotary Pipe Rack that holds drill pipes for multi-pass drilling
• Deck Wrench: Engages the spanner lats on drill pipes and subs
• Hydraulically Operated Bit Basket (HOBB): Holds and reduces the amount of
manual handling of drill bits
• Hydraulically Operated Break-Out Wrench (HOBO): Breaks-out drill pipes,
subs, bits, and Down-the-Hole (DTH) Hammers
• Pipe Positioner: Supports drill pipes during angle drilling or pipe changing
• Wire Cable Pipe Catcher/Pipe Safety Bar: Reduces the risk of a drill pipe
falling out of the Mast
• Winch: Used to load drill pipe and other lifting functions
Two Mast lengths are available for the MD6250 Rotary Drill:
• 11.2 m (36.7 ft)
• 13.6 m (44.6 ft)
SERV2107 - 03/18 -11- Module 8 - Mast
2 1
11
A-FRAME AND MAST RAISE CYLINDERS
A-Frame and Mast Raise Cylinders Components:

• A-Frame (1)
• Mast Raise Cylinders (2)
The A-frame (1) is an integral, fabricated, fully welded part of the Mainframe. It
carries the weight of the Mast when raised, and must endure the load created while
the drill is tramming and the mast is flexing back and forth.
A pair of single-stage hydraulically operated Mast Raise Cylinders (2) raise the
Mast to the drilling position and lower the Mast into the stowed, horizontal position.
Raising and lowering the Mast is controlled by the Right Joystick in the Operator’s
Station. The Mast raise and lower function can be interlocked by different events.
The Mast can be raised and lowered providing the drill is jacked within 1 degree of
level, the mast locks are disengaged, and the Pipe In Hole is not active.
SERV2107 - 03/18 -12- Module 8 - Mast
7
4
3
7
1
2
4
5
3
6
12
MAST RAISE CYLINDERS - LUBRICATION AND COUNTERBALANCE VALVE
Mast Raise Cylinders - Lubrication and Counterbalance Valve Components:

• Upper Clevis Pin (1)
• Lower Clevis Pin (2)
• Locking Plate (3)
• Spacers (not visible in this image ) (4)
• Upper Rod Clevises (5)
• Lower Rod Clevises (6)
• Mast Raise Cylinder (7)
• Counterbalance Valve (8)
The Upper (1) and Lower (2) Clevis Pins are greased by the Central Lube System
and retained by a Locking Plate (3) and bolts. Regular checks must be made to
ensure sufficient grease is being delivered to the Clevis Pins and the Locking Plate
and bolts are properly tensioned.
Spacers (4) (not visible in this image) are installed between the Upper Rod
Clevises (5) and Lower Rod Clevises (6) and the Mast Raise Cylinder (7).
A Counterbalance Valve (8) is installed on the base of each Mast Raise Cylinder to
protect against uncontrolled Mast descent in the event of a burst hydraulic hose.
More information about the Counterbalance Valves can be found in the Hydraulic
Systems module of this course.
SERV2107 - 03/18 -13- Module 8 - Mast
7
1
6
4 5
3
13
MAST LOCKING
Mast Locking Components:

• Mast Locking Cylinder (1) • Mast Unlocked Proximity Switch (5)
• Mast Locking Pin (not visible) (2) • Proximity Switch Collar (6)
• Mast Locking Plate Bores (3) • Mast Locking Cylinder Rod (7)
• Mast Locked Proximity Switch (4)
The MD6250 Rotary Drill Mast can be locked in the vertical position and in five
degree increments to 30 degrees off-vertical. Mast locking reduces the load on the
mast raise cylinders and pins and ensures Mast stability.
The Mast is locked by a pair of Mast Locking Cylinders (1) and Mast Locking Pins
(2) (not visible) mounted under the drilling platform.
The Mast Locking Pins engage into the Mast Locking Plate Bores (3).
The Mast Locked Proximity Switch (4) and Mast Unlocked Proximity Switch (5)
close when the Proximity Switch Collar (6), affixed to the Mast Locking Cylinder
Rod (7), is within a maximum of 6.48 mm (.25 in) distance of either Proximity
Switch.
Interlocks are active when the Mast is raised but unlocked.

SERV2107 - 03/18 -14- Module 8 - Mast
14
FEED SYSTEM
Feed System Components:

• Feed Cylinder • Crown Sheaves
• Hoist Sheave Carrier • Lower Sheaves
• Pulldown Sheave Carrier • Pulldown Cables
• Auto-Tensioning Cylinders • Hoist Cables
• Traveling Sheaves • Rotary Head
A double-rod Feed Cylinder is mounted in the Mast and secured at the top and
bottom of the Mast by large nuts.
The Hoist and Pulldown Sheave Carriers are attached to center of the Feed
Cylinder Barrel and have Auto-Tensioning Cylinders attached to each.
Two fixed Crown Sheaves are located at the top of the Mast and two Lower
Sheaves are located at the bottom of the Mast.
Two Pulldown and two Hoist Cables provide pulldown or hoist to the Rotary Head.
SERV2107 - 03/18 -15- Module 8 - Mast
6 6
3
1 6 5
6
1 3
15
FEED CYLINDER
Feed Cylinder Components:

• Feed Cylinder Piston Rods (1)
• Feed Cylinder Barrel (2)
• Locknuts (3)
• Hoist Sheave Carrier (4)
• Pulldown Sheave Carrier (5)
• Traveling Sheaves (6)
The Feed Cylinder is a double-rod design that consists of a hollow, fixed, upper and
lower Piston Rod (1) joined together at the Feed Cylinder Piston (not visible) in the
Feed Cylinder Barrel (2).
The Feed Cylinder is installed under tension and is secured with a large Locknuts
(3) at each end.
The Feed Cylinder Barrel travels along the length of the fixed Feed Cylinder Piston
Rods.
The Hoist Sheave Carrier (4) and Pulldown Sheave Carrier (5), each containing
two Traveling Sheaves (6), are bolted directly to the Feed Cylinder Barrel and travel
with the Feed Cylinder Barrel as it moves up and down the Feed Cylinder Piston
Rods.
The Feed Cylinder will be discussed in greater detail in the Hydraulic Systems
module of this course.
SERV2107 - 03/18 -16- Module 8 - Mast
10 8
10
1 11
6
7
2 9
4 2
3
5
5
16
HOIST/PULLDOWN CABLES AND SHEAVES
Hoist/Pulldown Cables and Sheaves Components:

• Pulldown Cables (Green) (1) • Hoist Cables (Red) (7)
• Cable Auto-Tensioning Cylinders • Hoist Cable Adjusters (8)
(2) • Hoist Traveling Sheaves (9)
• Pulldown Traveling Sheaves (3) • Crown Sheaves (10)
• Feed Cylinder Barrel (4) • Hoist Cable Clevises (11)
• Lower Sheaves (5)
• Pulldown Cable Clevises (6)
Two Pulldown Cables (green) (1) are attached to two Cable Auto-Tensioning
Cylinders (2).
The Pulldown Cables are directed over the two Pulldown Traveling Sheaves (3)
attached to the Feed Cylinder Barrel (4), under the two Lower Sheaves (5), then up
the Mast and attached to the Pulldown Cable Clevises (6) attached to the bottom of
the Rotary Head.
Two Hoist Cables (red) (7) are attached at the top of the Mast to Hoist Cable
Adjusters (8).
The Hoist Cables are directed under the two Hoist Traveling Sheaves (9) attached
to the Feed Cylinder Barrel, over two Crown Sheaves (10), and down the Mast to
attach to the Hoist Cable Clevises (11) attached to the top of the Rotary Head.
SERV2107 - 03/18 -17- Module 8 - Mast
17
PULLDOWN CABLEs
As seen in the diagram and image above, the Pulldown Cables pass through the
Feed Cylinder Lower Mount (arrow). The end of the Pulldown Cables are threaded
and allow easy access to the adjustment and locknut.
The Pulldown Cables run up and over the Travelling Sheaves, then down to and
around the Lower Sheaves, then back up to the Cable Clevises on the underside of
the Rotary Head.
The adjustment procedure is covered later in this section.
Cable Auto-Tensioning can be installed as an option.
Note: The diagram above shows a feed system without Cable Auto-
Tensioning.
SERV2107 - 03/18 -18- Module 8 - Mast
18
HOIST CABLES
As seen in the diagram and image above, the Hoist Cables pass through the top
or “crown” of the Mast (arrow). The end of the Hoist Cables are threaded and allow
easy access to the adjustment and locknut.
The Hoist Cables run down and around the Travelling Sheaves, then up to and
over the Crown Sheaves, then back down to the Clevises on the upper side of the
Rotary Head Slides.
As the Feed Cylinder barrel moves down the Mast, the Rotary Head is pulled
upwards by the Hoist Cables.
It is critical to have the Hoist Cables adjusted evenly so the Rotary Head sits
squarely in the Mast, with the drill pipe hanging centrally in the Deck Bushing.
The adjustment procedure is covered later in this section.
Cable Auto-Tensioning can be installed as an option.

Note: The diagram above shows a feed system without Cable Auto-
Tensioning.
SERV2107 - 03/18 -19- Module 8 - Mast
19
CABLE tERMINOLOGy AND MAINtENANCE
terminology
Core: The central element of a single layer stranded rope or cable, usually made
from hemp, fiber, or steel, around which are laid helically the outer strands of a
stranded rope or cable.
strand: An element of cable usually consisting of multiple wires of appropriate

shape and dimensions laid helically in the same direction in one or more layers
around the core.
Wires (Outer): All wires positioned in the outer layer of wires in the outer strands of
a multi-strand cable.
Wires (Inner): All wires of inner or intermediate layers between the outer wires of a
strand.
Maintenance The cables on rotary drills work under extreme conditions, including
high load, corrosive, dusty, hot, cold, etc. Regularly inspect for wear or damage.
Deterioration of cables occurs both internally and externally from abuse, wear, and
corrosion. Research by cable manufactures has shown that internal failures are
followed by external failures visible by inspection. Therefore careful examination of
the outside of the cable is a satisfactory means of determining the condition of the
cable.
Refer to the Service Manual for Adjustment procedure.
Lubrication may be required in highly corrosive environments.

SERV2107 - 03/18 -20- Module 8 - Mast
20
CABLE INSPECTION
Safety, production, down-time, and maintenance costs are all dependent on the
correct operation of cables.
A visual inspection of the cables should be performed daily.
The whole length of both Hoist and Pulldown Cables needs to be inspected for
wear and damage.
A more detailed inspection of the cables should be done at each service, such as
cleaning the cables and closely inspecting the cables.
The diameter of the cable can be measured using Vernier calipers and should be
uniform along the entire length of the cable.
Some cable manufacturers can supply a “GO/NO GO” gauge for measuring cable
and sheave wear. See image above.
Signs of wear and damage can include kinks, deformation or severe twists, broken
wires, nicks, deformed, worn or flattened wires, corroded or pitted surfaces,
shortened or lengthened cables.
The sections of cable that are constantly passing around the sheaves are
continually subjected to bending and straightening forces. These sections of cable
will deteriorate faster.
See the OMM for Cable Inspection Procedures.
As a general rule, if more than ten broken wires are found in any 1 m (39 in)
section, then the cable should be replaced.
SERV2107 - 03/18 -21- Module 8 - Mast
CABLE 1 CABLE 2 CABLE 3 CABLE 4
21
CABLE DAMAGE EXAMPLEs
Cable 1: This cable has many wires broken in multiple strands. The outer wires
are flattened and worn. There are probably also broken inner wires. Immediate
replacement is required.
Cable 2: This cable shows deformation from unwinding. Usually from incorrect
adjustment procedure. The adjustment is at the other end of the cable and this is
where the cable was twisted, but over time, the twist collects at the end.
Cable 3: This cable shows one wire broken in one strand. The other wires show
some flattening where the sheave contact is apparent. Continue to use and
monitor.
Cable 4: When an entire strand is broken the strength of the cable is greatly
compromised. The damage will compound very quickly and may cause secondary
damage. If a hoist cable snaps while hoisting, the drill string, Rotary Head and
other components may be damaged. Personal injury could occur.
Immediate replacement is required.
If continuous, repetitive cable failure is being experienced at low hours then the
application and operation needs to be reviewed.
SERV2107 - 03/18 -22- Module 8 - Mast
2
4
22
ROTARY HEAD
Rotary Head Components:

• Rotary Head Gearbox (1)
• Rotation Motor (2)
• Electronic Displacement Controller (3)
• Drill String Rotation Speed Sensor (4)
The Rotary Head Gearbox (1) is driven by a single, bent axis, Rotation Motor (2).
The displacement is electronically controlled by a logic program.
Rotation speed is controlled by the right joystick position from 0 -100% (160rpm).
The speed sensor measures the rpm of the drill string and sends a signal back to
an ECM rotation speed, in rpm, is displayed on the Drill Dashboard.
The variable Electronic Displacement Controller (3) works in conjunction with the
rotation pressure adjustment, which determines the maximum torque generated.
Under high load conditions the motor displacement will increase to maximum
which is high torque but lower speed. The pump will then increase flow to maintain
the rotation speed selected by the joystick position.
SERV2107 - 03/18 -23- Module 8 - Mast
2 2
3
6 1
4
4
5
23
ROTARY HEAD SWIVEL SEAL
Rotary Head Swivel Seal Components:

• Swivel Seal (1)
• Swivel Housing (2)
• Mainshaft (3)
• Tell-tale Holes (4)
• Top Hat Housing (5)
• Swivel Housing Shims (6)
The Rotary Head uses a Swivel Seal (1) to seal between the Swivel Housing (2),
which is stationary, and the Mainshaft (3), which is rotating, to seal oil, water, and
air flowing through the Bull Hose and Shaft.
When Swivel Seals fail, a mixture of air, water, and oil will be seen coming out the
Tell Tale Holes (4) in the Top Hat Housing (5). The Seal may need more “crush” by
removing Shims (6) between the Swivel Housing and the Top Hat Housing.
A new seal requires about 1 mm (0.040 in) crush. It is extremely important that the
correct amount of shim and associated crush is placed on the Swivel Seal. Too
much and the seal will fail, too little and the seal will not keep the contaminants
from entering.
SERV2107 - 03/18 -24- Module 8 - Mast
24
ROTARY HEAD MAIN SHAFT BEARING ADJUSTMENT
During inspection, pay particular attention to the Seal Plate (arrow) at the bottom
of the Rotary Head for leaks. A leak could indicate that the Seal Plate is loose, the
Duo Cone Seals are unserviceable, or the Main Shaft Bearings need adjustment.
If there is a leak from the Seal Plate, first check that the retaining bolts are tight.
If they are tight, then check if there is any end float in the Bull Shaft Bearings.
This can be done by placing a magnetic based dial indicator on the underside of
the Gearbox housing with the needle on the Seal Plate (as shown in right image).
With the Head Sub locked into the Deck Wrench, use pulldown force to load the
Lower Bearing, then raise it slightly.
If there is any end float the bearings need to be adjusted and should be done as
soon as is practical.
See the System Operation/Test and Adjust Manual M0074458 for the procedure.
Ensure the oil level is filled to specification, see the OMM.

SERV2107 - 03/18 -25- Module 8 - Mast
25
ROtARy HEAD MAIN sHAFt BEARING ADJUstMENt (continued)
If a bearing adjustment is required consult the Service Manual and read through the
procedure ensuring you have the knowledge, skills and tools to complete the job.
Complete a Risk Assessment or Hazard Identification procedure to comply with the

site rules and regulations.
1. Remove the drill pipes and bring the Rotary Head to the bottom of the Mast,
place an 203 x 203 mm (8 x 8 in) block of hardwood on top of the Deck Wrench,
and lower the Rotary Head so the Spindle is resting on the block.
2. Turn the engine off and perform a Battery Isolation
3. Remove the Swivel Housing (see page 23)
4. Remove the Top Hat Housing (see photo top left)
5. Place clean rag over the mainshaft bearing to ensure no contamination falls
down into the bearing.
6. The Main Shaft Bearing Nut has four kidney shaped holes through the face of
the nut, which the setscrews pass through (see diagram above)
These setscrews MUST be loosened off, then using a steel dolly and hammer,
impact the outside of the locknut in the four spots indicated by arrows in the
image above. This will return the locknut to its original shape and allow the nut
to turn on the thread. If the locknut is not freed up, it will catch on the thread and
bind up. A steel dolly MUST be used, a copper dolly might chip and put metal
into the Rotary Head Gearbox and Bearings.
SERV2107 - 03/18 -26- Module 8 - Mast
ROTARY HEAD MAIN SHAFT BEARING ADJUSTMENT (continued)
ROTARY HEAD MAIN SHAFT BEARING ADJUSTMENT (continued)
6. (continued) Once the Main Shaft Bearing Nut has been loosened and can turn
fairly freely, turn the locknut by hand until it contacts the Upper Bearing Cone, then
turn (tighten) the locknut another 15 degrees. Note: It is a left hand thread.
This will place between .05 - .1 mm (0.002 - 0.004 in) pre-load on the bearings.
7. Apply Loctite 242 and tighten the set screws in the locknut. - DO NOT tighten the
setscrews before tightening the nut on the Main Shaft or before the correct pre-load
is achieved. The set screws push on the inside diameter of the nut and deform it so
that it will lock on to the Bull Shaft.
8. Apply Loctite 515 (Master Gasket) sealant to all mating faces unless shims or
gasket s are used.
9. Refit the Top Hat Housing, install a new Swivel Seal, refit the Swivel Housing and
Main Air Hose.
10. Check the intermediate bearing adjustment (see next page)

SERV2107 - 03/18 -27- Module 8 - Mast
27
ROTARY HEAD INTERMEDIATE BEARING ADJUSTMENT

1. Remove the 1/2" NPT plug from The Intermediate Shaft Upper Bearing Cover.
2. Screw a 1/2" UNC x 3" bolt into the thread in the end of the Intermediate Shaft.
3. Place a magnetic base dial indicator on the Gearbox. Position the pointer on
the head of the bolt (as shown in the lower left image)
4. Use a suitable jemmy bar to move the bolt up and down, noting the movement
on the dial indicator
5. Add or remove shims to achieve .076 - .13 mm (.003 - .005 in) end float
6. Remove the dial indicator, remove the bolt, install the 12.7 mm (.5 in) NPT plug
SERV2107 - 03/18 -28- Module 8 - Mast
2
1
4
3
28
ROTARY HEAD ALIGNMENT
Head-Slide Assembly Components:

• Wear-pad (1)
• Adjusting Bolts (2)
• Endcap Retaining bolts (3)
• Headslide Assembly (4)
During the drilling and pipe changing operations the Rotary Head is constantly
moved up and down the Mast. To prevent metal to metal contact, nylon wear-pads
(1) are installed between the Mast chords and the Head-Slides.
The Rotary Head is bolted to the Head-Slide Assemblies (4)
The Head-Slide Assemblies are in contact with three sides of the main Mast chord
rectangular hollow section.
As the wear-pads wear through friction, the clearance between the components
increases, and the alignment of the Rotary Head in the Mast can be compromised.
The Adjusting Bolts (2) are fitted with a locknut which must be loosened before
adjusting. Wind the adjusting screws clockwise to reduce the clearance.
SERV2107 - 03/18 -29- Module 8 - Mast
ROtARy HEAD ALIGNMENT (continued)
To check the alignment of the Rotary Head in the Mast:
• Level the drill, raise the Mast and engage Mast Locks
• Ensure the Deck Wrench is fully retracted
• Raise the Rotary Head until it is 3/4 of the way up the mast
• Continue raising the Rotary Head slowly until the drill bit contacts the underside
of the Deck Bushing, lifting it up
• Continue slowly until the Deck Bushing is lifted out
• Note which way the drill string and Deck Bushing move
• If the Deck Bushing is hanging directly over its housing the alignment is correct
and no adjustment is required
• If the drill string moves forwards or backwards, adjust the Wearpad Adjusting
Bolts until the Deck Bushing hangs directly over the Deck Bushing housing.
• If correct alignment cannot be achieved the Wearpads may need replacement.
Note: If the Deck Bushing moves to one side when it is raised from
its housing, a Hoist Cable adjustment may be required.
SERV2107 - 03/18 -30- Module 8 - Mast
1 8
7
12 6
10
4 3
11
5
9
2
30
LOWER CAROUSEL - RIGHT SIDE
Lower Carousel Right Side Components:

• Carousel Axle (1)
• Lower Bearing Cap with Journal Bearings (2)
• Lower Carousel Swing Cylinder (3)
• Lower Carousel Swing Cylinder Counterbalance Valve (4)
• Carousel Position Switches (5)
• Drill Pipe Pots (6)
• Lower Carousel Break-out Plate (7)
• Carousel Shaft (8)
• Carousel Indexing Cylinder (9)
• Indexing Pin (10)
• Indexing Pin Cylinder (11)
• Indexing Lock Hole (12)
The Carousel holds four drill pipes for multi-pass drilling.
The Carousel pivots on the Carousel Axle (1), supported in an Upper and Lower
Bearing Cap with Journal Bearings (2).
SERV2107 - 03/18 -31- Module 8 - Mast
The Lower Carousel Swing Cylinder (3), in tandem with the Upper Carousel Swing
Cylinder, pivots the Carousel from the parked position (shown) to the load position.
A Lower Carousel Swing Cylinder Counterbalance Valve (4) is installed on

the Lower Carousel Swing Cylinder to prevent free movement of the Carousel
Assembly in the event of a sudden loss of hydraulic pressure.
The Carousel must be in the parked position before drilling operations can proceed.
If the Carousel moves from the parked position hoist and pulldown functions will be
interlocked.
When the Carousel is in the load position, reduced pulldown pressure is introduced
to protect the Carousel during drill pipe changing operations.
Two Carousel Position Switches (5) are mounted below the Carousel to detect
Carousel location.
Each dill pipe sits in a Drill Pipe Pot (6) and is held in place in a slot in the lower
Carousel Break-Out Plate (7).
Note: Smaller Pipe Pots are shown inside larger Pipe Pots for reference.
To position the drill pipe for addition to the drill string the Carousel must be indexed
(rotated) CW (Left Joystick, Joystick left, centered trigger) or CCW (Left Joystick,
Joystick right, centered trigger) by rotating the Carousel Shaft (8) using the
Carousel Indexing Cylinder (9).
The Indexing Cylinder will rotate the Carousel exactly one pipe position for each full
extension of the Cylinder.
The Indexing Pin (10) is attached to the Indexing Pin Cylinder (11) which engages
the Pin into an Indexing Locking Hole (12) located between each of the Drill Pipe
Pots. Lock/Unlock uses the Left Joystick, top right button, trigger centered.
SERV2107 - 03/18 -32- Module 8 - Mast
1
2
3
5
4
6
32
LOWER CAROUSEL - LEFT SIDE
Lower Carousel Left Side Components:

• Carousel Park Position Switch (1)
• Carousel Load Position Switch (2)
• HOBO Engaged Position Switch (3)
• HOBO Parked Position Switch (4)
• Indexing Lock Pin (5)
• Indexing Lock Cylinder (6)
The Carousel Park Position Switch (1) and the Carousel Load Position Switch
(2) send a signal to the Drill System Display to indicate Carousel position. If the
Carousel is in load position reduced pulldown pressure is introduced.
The HOBO Engaged Position Switches (3 and 4) send a signal to the Drill System
Display showing the HOBO is in either the “ENGAGED” or “PARKED” position. If
the HOBO is not in the “PARKED” position, pulldown will be interlocked.
Once indexing is complete the Indexing Pin is retracted and the Carousel is locked
in to place by the Indexing Lock Pin (5) attached to the Indexing Lock Cylinder (6).
SERV2107 - 03/18 -33- Module 8 - Mast
3
2
6
4
33
UPPER CAROUSEL
Upper Carousel Components:

• Upper Carousel Swing Cylinder (2)
• Upper Carousel Swing Cylinder Counterbalance Valve (3)
• Upper Carousel Break-out Plate (4)
• Carousel Index Rotary Position Sensor (5)
• Carousel Pipe Detect Switch (6)
The Upper Carousel Assembly pivots on an the Carousel Axle (1), supported in an
Upper Bearing Cap with Journal Bearings (see next page).
An Upper Carousel Swing Cylinder (2), in tandem with the Lower Carousel Swing
Cylinder, swings the Carousel Assembly from the parked position (shown) to the
load position.
A Counterbalance Valve (3) is installed on the Upper Carousel Swing Cylinder to
prevent free movement of the Carousel Assembly in the event of a sudden loss of
hydraulic pressure.
Each drill pipe is held in place in a slot in the Upper Carousel Break-Out Plate (4).
The Carousel index Rotary Position sensor (5).
The Carousel Pipe Detect Switch (6).
SERV2107 - 03/18 -34- Module 8 - Mast
4
2
34
UPPER CAROUSEL BEARING CAP AND JOURNAL BEARINGS
Upper Carousel Cap Components:

• Upper Carousel Assembly (1)
• Upper Bearing Cap (3)
• Journal Bearing (4)
The Upper Carousel Assembly (1) pivots on an the Carousel Axle (2), supported in
an Upper Bearing Cap (3) with Journal Bearings (4) (see cutaway image).
SERV2107 - 03/18 -35- Module 8 - Mast
6
2
3
7
4
1
5
35
DECK WRENCH
Deck Wrench Components:

• Deck Wrench (1)
• Deck Wrench Hydraulic Cylinder (2)
• Deck Wrench Retainer Blocks and Bolts (Left side shown, right side not clearly
visible in this image) (3)
• Drill Pipe (4)
• Deck Bushing (5)
• Rotary Head Spindle (6)
• Thread Greaser Nozzle (7)
The Deck Wrench (1) is shaped to engage the spanner flats of the drill pipe and
used to hold the drill pipe while the drill pipe joint is broken-out.
The Deck Wrench is mounted at the base of the Mast on top of the drill deck.
The Deck Wrench Hydraulic Cylinder (2) extends or parks the deck wrench.
Deck Wrench extension is facilitated by pressing the Left Joystick forward, bottom
left button depressed, with the trigger in the centered position.
Pushing the Left Joystick forward, bottom right button depressed, with the trigger in
the centered position parks the Deck Wrench.
SERV2107 - 03/18 -36- Module 8 - Mast
36
OLD STYLE DECK WRENCH RETAINING PLATE - WELDED
During drilling operations, specifically when retracting the drill pipes from the drilled
hole, the operator often extends the Deck Wrench slightly out over the flange of the
Deck Bushing.
This is to prevent any built-up mud on the drill pipe from collecting below the Deck
Bushing, and lifting the Deck Bushing up out of position while retracting the drill
pipes.
If the lead pipe is retracted from the hole too far, the drill bit will impact the
underside of the Deck Bushing, lifting it up and tearing the Retaining Plate from its
welded position (arrow).
The new style retaining arrangement has bolts that will shear off.
No welding is required to rectify this operation, just new bolts.

SERV2107 - 03/18 -37- Module 8 - Mast
37
HYDRAULICALLY OPERATED BIT BASKET (HOBB)
HOBB Components:
• Hydraulically Operated Bit Basket (HOBB) (1)
• Deck Bushing (2)
• HOBB Hydraulic Cylinders (Right cylinder shown, the left cylinder is not visible
in this image) (3)
• Adaptor Plate (4)
The Hydraulically Operated Bit Basket (HOBB) (1) is designed to reduce the risk of
injury by minimizing the amount of manual handling of the drill bit.
When using the HOBB the drill string is hoisted, lifting the Deck Bushing (2) and
drill bit above the HOBB.
The HOBB is retracted under the drill string by two HOBB Hydraulic Cylinders (3),
and the drill bit is lowered into the bit basket using the HOBB Button on the Left
Keypad in the Operator’s Station. The Hydraulically Operated Break-Out Wrench
(HOBO) is then used to break-out the drill string from the drill bit.
An Adaptor Plate (4) that suits the bit type and size is placed into the basket for
unscrewing the bit.
Once the drill bit is free of the drill string, the drill string is hoisted clear of the drill
bit and the HOBB extends so that the drill bit is no longer under the drill string.
SERV2107 - 03/18 -38- Module 8 - Mast
4
38
HYDRAULICALLY OPERATED BREAK-OUT WRENCH (HOBO)
HOBO Cylinders Components:

• HOBO Swing Cylinder (1)
• Rotate Cylinder (2)
• Engage Cylinder (3)
• Jaw (4)
• Die (5)
HOBO Functions and Controls:

-- HOBO Swing In/Out - Left Joystick, left thumb roller up (in)/down (out),
trigger centered
-- HOBO Open/Engage - Left Joystick, and right thumb roller up (open)/down
engage, trigger centered.
The Hydraulically Operated Break Out Wrench (HOBO) is mounted on the outside
left of the Mast structure.
The HOBO loosens pipe joints without excessive loads being placed on other pipe
handling components.
Three cylinders control the swing, rotation, and engaging functions of the HOBO.
SERV2107 - 03/18 -39- Module 8 - Mast
The HOBO Swing Cylinder (1) swings the HOBO to and from its parked position to
the engaged position and back to the parked position after break out.
The Rotate Cylinder (2) rotates the end of the HOBO to engage the HOBO with the
drill pipe.
The Engage Cylinder (3) moves the Jaw (4) into contact with the drill pipe then
extends further to rotate the Jaw and break out the pipe threads.
Note: In the image some Mast components and the top plates of the HOBO
have been made partially transparent for cylinder visibility.
If correct drilling operational procedures are followed, the HOBO should only
occasionally be required to unscrew or “break out” the drill pipes.
Normally the shock loading created using reverse rotation with the lower drill
pipe locked in the Deck Wrench is enough to unscrew the pipe joint. However
sometimes the drill pipe will unscrew from the Head Sub at the top. In this case the
HOBO must be used.
The HOBO is also used for unscrewing drill bits using the HOBB
The Dies (5) which grip the drill pipes are hardened steel and should grip the drill
pipes which are softer steel. The dies do wear out and if they are slipping on the
drill pipe then they should be replaced. They also come in different thicknesses for
different diameter drill pipes.
The HOBO clamp and rotate functions are operated using one control. The clamp
cylinder clamps than the rotate function is actuated through the use of sequence
valves. The adjustment procedure for the HOBO sequence valves will be detailed
in the Hydraulics section.
SERV2107 - 03/18 -40- Module 8 - Mast
3 3
40
PIPE POSITIONER
Pipe Positioner Components:

• Swing Arms (1)
• Guide Rollers (2)
• Pipe Position Cylinders (3)
The function of the Pipe Positioner is to stabilize and guide the drill pipe to and
from the Carousel and to support the drill pipe during angle drilling.
The Pipe Positioner consists of the two Swing Arms (1) and two Guide Rollers (2).
Pipe Position Cylinders (3) raise and lower the Swing Arms.
When activated the pair of Swing Arms extends and places the Guide Rollers
against the surface of the drill pipe.
The Pipe Positioners are extended by the Left Joystick, top middle button, trigger
centered.
The Pipe Positioners are retracted by the Left Joystick, top left button, trigger
centered.
Note: Guide Rollers are sized for a single drill pipe diameter and must be
changed out when a differently sized drill pipe is used.
SERV2107 - 03/18 -41- Module 8 - Mast
3 4
41
WIRE CABLE PIPE CATCHER AND PIPE SAFETY BAR (IF EQUIPPED)
Four configurations of Pipe Catchers are available for the MD6250 Rotary Drill.
11.2 m (36.7 ft) Mast:

• One Wire Cable Pipe Catcher -or-
• One hydraulic Pipe Safety Bar
13.6 m (44.6 ft) Mast

• One hydraulic Pipe Safety Bar and one Wire Cable Pipe Positioner
The Wire Cable Pipe Catcher (1) is a physical barrier that catches the drill pipe and
keeps it from falling out of the Mast.
Pipe Safety Bar Components:

• Pipe Safety Bar Cylinder (3)
• Pipe Safety Bar Proximity Switch (4)
The Pipe Safety Bar is located on the Mast below the Upper Carousel Assembly
and is used to prevent a drill pipe from falling out of the Mast.
SERV2107 - 03/18 -42- Module 8 - Mast
The Pipe Safety Bar is raised and lowered into position by the Pipe Safety Bar
Cylinder.
The Pipe Safety Bar is controlled by pressing the Pipe Safety Bar Button on Left
Keypad on the Left Console in the Operator’s Station, press and release the Pipe
Safety Bar Button to raise the Safety Bar if in the lowered position or press and
release the Pipe Safety Bar to lower it if it is in the PARK position.
A Pipe Safety Bar Proximity Switch, located under the right Bar Rest, sends a
signal to the Drill System Display to indicate the Bar is in place or to activate
an interlock if the Safety Bar is in the PARK position and pulldown or rotation is
requested by the operator. The Safety Bar must be closed before pulldown and
rotation is allowed.
SERV2107 - 03/18 -43- Module 8 - Mast
8 2
6
1 4
3
5
43
WINCH
Winch Components:
• Winch Motor (1)
• Winch Brake (2)
• Winch Brake Valve (3)
• Winch Proximity Switch (4)
• Winch Hook (5)
• Hook Shroud (6)
• Winch Cable (7)
• Winch Drum (8)
The Winch is driven by a Hydraulic Motor (1).
A Winch Brake (2) is sprung on and released by pilot pressure from the Winch
Brake Valve (3) whenever oil is supplied from the Winch Control Valve.
A Winch Proximity Switch (4) is installed at the top of the Mast so that when
the Winch Hook (5) reaches the upper limit it is guided into the Hook Shroud
(6) activating the Winch Proximity Switch. When the Winch Proximity Switch is
activated the Winch is interlocked and will no longer function in the raise mode but
will still function in lower mode.
The Winch Cable (7) is wound on the Winch Drum (8) located at the base of the
Mast.
SERV2107 - 03/18 -44- Module 8 - Mast
44
WINCH - OIL CHANGE
Winch Components:
• Oil Fill Plug (1)
• Vent Plug (2)
1. Remove the Vent Plug (2)

2. Clean the Vent Plug and inspect. If wear or damage is evident, replace the
Vent Plug
3. Remove the Oil Fill Plug (1). Siphon the oil through the fill plug.
4. Fill the Winch as required. See Operation and Maintenance Manual, “Lubricant
Viscosities” and Operation and Maintenance Manual, “Capacities (Refill)”
5. Check the oil level. The oil should be near the bottom of the oil fill plug
opening. Refer to Operation and Maintenance Manual “Mast Winch Oil Level -
Check” for information.
6. Install the Oil Fill Plug
7. Check for leaks. Make repairs if necessary.
SERV2107 - 03/18 -45- Module 8 - Mast
The Spindle or Bull Shaft
API Regular External Thread
Top or Head Sub
API Regular or Female Thread BECO Thread (Internal)

45
DRILL STRING - TOP SUB
The Drill string refers the components that hang from the rotary head.
The Rotary Head output shaft is referred to as the Spindle or Bull Shaft. It has a
fine, female or internal tapered thread called API regular and is found on most
rotary head spindles and most Tri-cone drilling bits. The Spindle transmits the
rotational torque from the rotation motor, and the force created by the pulldown
cylinder, down to the drill bit.
Attached to the spindle is a connector called the “Top Sub or “Head Sub.”
The Top Sub has a male API thread at the top to screw into the Spindle.
The bottom of the Top Sub has a coarse internal thread called “BECO” which is
the thread found on most blast-hole drill pipes. BECO thread is very strong and
allows drill pipes to be connected and disconnected more quickly than a fine thread
allows.
Because the Top Sub crosses over from fine, API thread to the coarse BECO
thread, it is also referred to as a “Crossover Sub”.
When fitting the Top Sub a special lubricant is applied to the thread and then
tightened using the maximum torque that can be produced. It is common practice
to drill a few holes after installation to ensure that the Top Sub is as tight as
possible.
Once the Top Sub is tight steel locking tabs are welded to both the Top Sub and the
Spindle, to ensure the connection will not come unscrewed.
SERV2107 - 03/18 -46- Module 8 - Mast
46
DRILL STRING - DRILL PIPES
The Drill Pipes are manufactured from a high tensile alloy steel. They are subjected
to torsional (twisting) forces, compressive forces, and bending forces during the
drilling process, and under tension when hoisting.
Drill pipes are also exposed to abrasion from rubbing against the side of the hole,
and the cuttings being lifted from the drilled hole by compressed air during the
drilling process.
Most Blast-hole drill pipes have a female thread at one end called the BOX end,
and a male thread at the other end called the PIN end.
Caterpillar rotary drills use the drill pipes with the PIN end upwards.
Adding drill pipes to the drill string is referred to as “making up” while unscrewing
pipes is referred to as “breaking out”.
At the top of the drill pipe are the “spanner flats” which locate in the Deck Wrench
during pipe change operations. Below the spanner flats is an area of reduced
diameter that fits through the gap in the Carousel Upper Retaining Plate (“Top
Spider”).
At the lower end are more spanner flats which engage in the Carousel Lower
Retainer when “breaking out”.
The threads are sprayed with a lubricant (thread grease) before being screwed
together. When the pipes are stored in the Carousel (rotary pipe rack) they are
exposed to very dusty conditions. Dust sticks to the grease and this accelerates
wear to the pipe threads.
SERV2107 - 03/18 -47- Module 8 - Mast
47
DRILL STRING - BIT SUB
At the lower end of the drill string is the “Bit Sub” or “Bottom Sub” and bit.
This Sub has BECO thread on top to match the drill pipe thread.
The lower end has API regular thread to screw on to the Drill Bit. (All Tri-cone bits
are manufactured with API thread).
Because it has different threads top and bottom it is a “crossover” sub.
Different lengths bit subs are manufactured as required to suit different drilling
applications. For example a drill rig that uses 10m pipes may only be capable
of drilling an 8.8m hole as a maximum depth, because the rig is jacked up and
approximately 1.2m of drill pipe is left out of the hole when the rotary head is at the
very bottom of the mast.
Using an extended bit sub of 1.5m will enable the drilling of a 10m hole without
adding another drill pipe. However this may mean that the drill bit cannot be lifted
above deck level to change the bit.
SERV2107 - 03/18 -48- Module 8 - Mast
PURPOSE REVIEW

operational strategies of the MD6250 Rotary Drill Mast.
48
SERV2107 - 03/18 -49- Module 8 - Mast
REASON REVIEW

in order to provide effective customer service, which
49
SERV2107 - 03/18 -50- Module 8 - Mast

Rotary Drill Mast during a classroom post-assessment
with at least 80% accuracy.
50
SERV2107 - 03/18 -51- Module 8 - Mast
You are able to:

Mast components
Mast service points
Rotary Drill Mast
51
MD6250 ROTARY DRILL

HYDRAULIC SYSTEM
SERV2107
SERV2107 - 06/18 -3- Module 9 - Hydraulic System
TABLE OF CONTENTS
PURPOSE�� 5
REASON�� 6
HYDRAULIC SYSTEM - INTRODUCTION�� 9
HYDRAULIC TANK�� 10
HYDRAULIC OIL��11
HYDRAULIC PUMP LOCATIONS�� 12-13
MAIN HYDRAULIC PUMPS - OPERATION�� 14
MAIN HYDRAULIC PUMPS - OPERATION - PUMP UPSTROKED/DESTROKED�� 15
DIVERTER VALVES�� 16
CHARGE PUMP�� 17
CHARGE PUMP CIRCUIT�� 18
AUXILIARY PUMP�� 19
AUXILIARY PUMP CIRCUIT�� 20
AUXILIARY PUMP FUNCTION�� 21
AUXILIARY PUMP FUNCTION - STANDBY MODE�� 22
AUXILIARY PUMP FUNCTION - LOAD SENSE MODE�� 23
AUXILIARY PUMP FUNCTION - COMPENSATOR MODE�� 24
LOAD SENSE SIGNAL CONTROL�� 25
FAN PUMPS�� 26
FAN MOTORS�� 27
FAN MOTOR CIRCUIT�� 28
TRACK MOTORS�� 29
TRACK MOTOR FLUSHING CIRCUIT�� 30
ROTATION MOTOR�� 31
ROTATION MOTOR FUNCTION�� 32
HOIST PULLDOWN CIRCUIT�� 33
CABLE TENSIONING CIRCUIT�� 34
DIRECTIONAL VALVES�� 35
TABLE OF CONTENTS
DIRECTIONAL VALVE CIRCUIT�� 36
JACKS DCV�� 37
JACKS DCV CIRCUIT�� 38
MAST DCV (SIX SPOOL)�� 39
MAST DCV (SIX SPOOL) CIRCUIT�� 40
MAST DCV (FOUR SPOOL)�� 41
MAST DCV (FOUR SPOOL) CIRCUIT�� 42
AUXILIARY DCV�� 43
AUXILIARY DCV CIRCUIT�� 44
AIR CONDITIONING HYDRAULIC MANIFOLD�� 45
SAFETY BRIEFING
• Storm Shelter
5
PURPOSE

strategies of the MD6250 Rotary Drill Hydraulic
System.
6
REASON

Hydraulic System in order to provide effective customer
7

strategies of the MD6250 Rotary Drill Hydraulic System
accuracy.
8
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Hydraulic

System module, you will be able to:
Hydraulic System components
Hydraulic System service points
MD6250 Rotary Drill Hydraulic System
9
3
6
1
2
10
HYDRAULIC TANK
Hydraulic Tank Components:
• Hydraulic Tank (1)
• Hydraulic Tank Sight Gauges (2)
• Return Filters (3)
• Filler Cap (4)
• Hydraulic Tank Breather (5)
• Inspection Hatch (6)
The Hydraulic Tank (1) is located forward of the Operator’s Station on the right side
of the drill.
The Hydraulic Tank is an important part of the cooling system as well as the
reservoir for hydraulic oil.
Two Oil Level Sight Glasses (2) are fitted. The oil level should be visible in the
Upper Sight Glass when the Mast is lowered, and visible in the Lower Sight Glass
when the Mast is raised.
Two Return Filters (3) are installed to filter all oil returning to the Hydraulic Tank.
A lockable Filler Cap (4) is installed, however oil is usually filled through the Fast
Fill Service Center located at the front right corner of the drill.
A Hydraulic Tank Breather (5) is installed on top of the Hydraulic Tank to allow the
tank to vent as the oil level changes.
A bolt on Inspection Hatch (6) is installed to allow access to the interior of the
hydraulic tank.
Rotary Drills Fluid Recommendations for Ambient Temperature

Oil Type and Performance °C °F
Compartment or System Oil Viscosities
Requirements Min Max Min Max
SAE 10W -20 40 -4 113
Cat HYDO Advanced SAE 20W -5 45 23 113
Hydraulic System
SAE 30W 0 50 32 122
Cat TDTO Cold Weather SAE 0 - 20W -40 40 -40 104
11
HYDRAULIC OIL
The following are the preferred hydraulic oils for use in most Cat machine hydraulic
systems:
Cat HYDO Advanced hydraulic oils allow up to a 6,000 hour, or higher, oil drain
interval for most applications. S·O·S oil analysis is recommended when the oil drain
interval is increased to 6,000 hours or higher. In comparison, non-Cat hydraulic oils
(second choice oils) allow a 2,000 hours oil drain interval.
It is recommended to follow the maintenance interval schedule for oil filter changes
and for oil sampling that is stated in the Operation and Maintenance Manual.
# Caterpillar: Confidential Green Consult your Cat dealer for details. When switching to Cat HYDO Advanced fluids,
cross contamination with the previous oil should be kept to less than 10%.
Hydraulic oil specifications for various climates are detailed in the OMM.
“Caterpillar Machine Fluids Recommendations” for detailed information. This

manual is found on the Web at Safety.Cat.com
7
2
1
4
5
12
HYDRAULIC PUMP LOCATIONS
Hydraulic Pumps and Associated Components:

• LH Main Hydraulic Pump (2)
• RH Main Hydraulic Pump (3)
• Hydraulic/Compressor Cooler Fan Pump (4)
• Engine Radiator/ATAAC/Fuel Cooler Fan Pump (5)
• Auxiliary Pump (6)
• Charge Pump (7)
The Engine drives the Pump Drive Gear Box (1), which is a 1:1.1377 up-drive ratio.
This gives a Pump Drive Gear Box speed of 2,050 rpm at 1,800 engine rpm.
The LH Main Hydraulic Pump (2) and the RH Main Hydraulic Pump (3) are closed
loop, bi-directional piston pumps flange mounted on the rear of the Pump Drive
Gearbox.
Mounted on the rear of the LH Main Hydraulic Pump is the variable displacement
Hydraulic/Compressor Cooler Fan Pump (4) that drives the fan for cooling the
Hydraulic/Compressor Oil Cooler.
Mounted on the rear of the RH Main Hydraulic Pump is a variable displacement

Engine Radiator/ATAAC/Fuel Cooler Fan Pump (5) that drives the fan for cooling
the Engine Radiator/ATAAC/Fuel Coolers.
On the front left of the Pump Drive Gearbox is the load sensing Auxiliary Pump (6).
On the front right of the Pump Drive Gearbox is the tandem gear Charge Pump (7).
The LH Main Hydraulic Pump supplies oil flow to the left tram circuit when in TRAM
mode, and the hoist/pulldown circuit when in DRILL mode.
The RH Main Hydraulic Pump supplies oil flow to the right tram circuit when in
TRAM mode, and the rotation circuit when in DRILL mode.
Both Main Hydraulic Pumps are fitted with an Electronic Proportional (EP)
Controllers.
The Joysticks in the Operator’s Station send a signal of 0 - 100 % to the ECM.
The ECM sends an output signal of 0 – 100% to the EP Controller on the Main
Hydraulic Pump.
The EP Controllers on the Main Hydraulic Pumps react to the signal from the ECM
as follows:
• Zero: The pump is centered in the neutral position with no flow
• 460 mA: The pump goes into minimum displacement mode
• 1500 mA: The pump will reach maximum displacement mode
Between 460 mA and 1500 mA the EP Controller will ramp up proportionally.

R
4
EP CONTROLLER
a b
1
FROM CHARGE PUMP
6
X1 X2
7
TO DIVERTER VALVE
PRESSURE
SERVO OVERRIDE
MH PS YST Fa MB B
3
HIGH
PRESSURE
RELIEF VALVE
SOLENOID
35000 kPa
ACTUATED
DIRECTIONAL
VALVE
2
35000 kPa
CASE
ORIFICE
T2
5 HIGH PRESSURE
RELIEF VALVE
G S MA A
CASE DRAIN TP7

TO DIVERTER VALVE 14
MAIN HYDRAULIC PUMPS - OPERATION
Oil flow from the Charge Pump and Filter enters the Main Hydraulic Pump at Port Fa (1).
The Case Orifice (2) creates extra flow through the case for cooling.
Oil is supplied to a Solenoid Actuated Directional Valve (3), that is normally closed.
Until this solenoid is energized, charge pressure cannot flow to the EP Controller (4).
Oil also flows to the two High Pressure Relief Valves (5) with Reverse Check Valves.
Oil flows through the two Reverse Check Valves into the closed loop at charge pressure.
When the Solenoid Actuated Directional Valve is energized, oil flows through the
Pressure Over Ride (POR) (6) to the EP Controller. (4)
When the EP Controller receives an EP signal from the ECM, the Control Spool shifts
and allows oil through to the Servo Cylinder (7).
The Servo Cylinder shifts and alters the swash plate angle, creating oil flow.
R EP CONTROLLER
a b
FROM CHARGE PUMP

X1 X2
TO DIVERTER VALVE
PRESSURE
SERVO OVERRIDE
MH PS YST Fa MB B
HIGH
PRESSURE
RELIEF VALVE
SOLENOID
35000 kPa
ACTUATED
DIRECTIONAL
VALVE
35000 kPa
CASE
ORIFICE
T2 G S MA A
HIGH PRESSURE
RELIEF VALVE
CASE DRAIN TP7
TO DIVERTER VALVE 15
MAIN HYDRAULIC PUMPS - OPERATION - PUMP UPSTROKED/DESTROKED
In this diagram, the “a” Solenoid has been energized by a signal from the ECM.
The Control Spool has shifted to the right, against spring pressure.
Charge flow is directed into the Servo Cylinder (3), stroking the pump.
The high pressure loop is highlighted red, and the return loop green.
If the pressure in the loop exceeds 35,000 kPa (5,079 psi) the Relief Valve will
open. However pressure should never reach that setting. As the pressure rises, the
proportional signal to the controller coil is reduced, to start destroking the pump.
The manual Pressure Over-Ride (POR) is redundant as it is set higher than the
Relief Valves.
2
1
16
DIVERTER VALVES
Diverter Valves Components:

• LH Diverter Valve (1)
• RH Diverter Valve (2)
The LH Diverter Valve (1) supplies hydraulic oil flow to the left tram circuit when in
tram mode and to the hoist/pulldown circuit when in drill mode.
The RH Diverter Valve (2) supplies hydraulic oil flow to the right tram circuit when in
tram mode and to the rotation circuit when in drill mode.
The Diverter Valves are two-position, six port, pilot operated, directional valves.
The Diverter Valves are sprung into tram mode and piloted into drill mode by
charge pressure from the Drill/Tram Solenoid Valve.
The Drill/Tram Solenoid Valve is energized when the drill mode is selected.
The spring chamber end cap is drained to prevent the possibility of a pressure lock.
2
1
17
CHARGE PUMP
On the front right (Operator’s Station) side of the Pump Drive Gearbox (1) is the
tandem gear Charge Pump (2).
The two discharges are joined together at a “Tee” (3) before the Charge Filter (4).
After the oil is filtered an Adjustable Relief Valve controls the charge circuit
pressure.
The main purpose of the Charge Pump is to boost the inlet pressure of the two
Main Hydraulic Pumps, preventing cavitation, and to supply the Main Hydraulic
Pumps control circuit.
The Charge Pump flow is used by several other circuits as pilot pressure.
TO TO TO TO TO
LEFT RIGHT DRILL/ TRAM JACKS/
MAIN MAIN TRAM BRAKE DCV
PUMP PUMP VALVE VALVE
3
CHARGE
5 RELIEF
VALVE
1 2
DRAIN
3000 kPa
4
CHARGE
FILTER 3
1 CHARGE
PUMP
2
TANK
18
CHARGE PUMP CIRCUIT
This tandem gear Charge Pump (1) is driven from the right (cab side) front of the
Pump Drive Gearbox (2).
A single suction hose supplies both inlets. The two discharge hoses are joined
together (3) before passing through the Charge Filter (4).
An Adjustable Charge Relief Valve (5) is installed to control charge circuit pressure.
Charge pump flow is used for the following:

• Charge or boost the inlet pressure of the two Main Hydraulic Pumps
• Supply the Main Hydraulic Pumps control circuit
• Provide additional case flow through the pump
• Pilot the Drill/Tram and Brake Valves
• Pilot pressure for the Jacks DCV
6 2
1
19
AUXILIARY PUMP
• Auxiliary Pump (2)
• Auxiliary Filter (3)
• Inlet Hose from Tank (4)
• Discharge Hose to Filter (5)
• Load Sense Hose (6)
On the left front side of the Pump Drive Gearbox (1) is the load sensing Auxiliary
Pump (2).
The discharge flows to the Auxiliary Filter (3), then to the Auxiliary Pressure
Manifold (not shown).
The Auxiliary Pump supplies oil flow to several DCVs.
These will be discussed later in this module.

LOAD SENSE SIGNAL FROM JACKS DCV
EP RELIEF VALVE
T
DRAIN
P
4
VLS
Ø 0.8 mm
PLS TP PS TO JACKS DCV
TP1 3
AUX
X AUX PUMP
PRESSURE TO AUXILIARY DCV
MANIFOLD
TO UPPER MAST DCV
2 TO LOWER MAST DCV
L L1 S
DRAIN
20
AUXILIARY PUMP CIRCUIT
The discharge from the load sensing Auxiliary Pump (1) is controlled by the load
sense signal.
The Auxiliary Pump discharges through the Auxiliary Filter (2) to the Auxiliary
Pressure Manifold (3).
From the Auxiliary Pressure Manifold four Directional Control Valves (DCV) (are
supplied:
• The Mast Lower DCV
• The Mast Upper DCV
• The Auxiliary DCV
• The Jacks DCV
The Jacks DCV is load sensing and sends a signal to the Auxiliary Pump Load
Sense Port.
The other three DCVs are not load sensing. The load sense signal is controlled by
the EP Relief Valve (4), which is signalled by an ECM.
21
AUXILIARY PUMP FUNCTION
The Auxiliary Pump is controlled by the pressure in the load sense line Port X.
A sprung pilot servo pushes the swash plate into maximum displacement mode.
When the engine is stopped the spring pushes the swash plate to maximum.
On start up oil flows out the B Port through the filter to the Auxiliary Pressure
Manifold.
From the manifold, several closed center DCV are supplied with flow.
Pressure builds in the discharge circuit.
Oil also flows through an oil gallery to the Spring Assist Servo to hold the pump into
maximum mode.
Oil also flows to the pilot port and a closed port on both the Standby and
Compensator valves.
These two valves are sprung closed (to the left).
The large servo, which de-strokes the pump, is open to drain.

22
AUXILIARY PUMP FUNCTION - STANDBY MODE
When pressure reaches the Standby setting 2,068.4 kPa (300 psi) pilot pressure
overcomes spring pressure. The Standby Spool shifts and 2,068.4 (300 psi) is
directed to the Large Servo. The Large Servo creates more force than the Small
Servo and Spring, so the swash plate is pushed back to neutral, the pump is de-
stroked.
In Standby mode the pump is supplying 2,068.4 kPa (300 psi) to multiple DCVs
and to the Standby and Compensator Spools.
If the pressure drops below 2,068.4 kPa (300 psi) the spring pressure on the end of
the Standby Spool will shift the spool back and the pump starts to load until 2,068.4
kPa (300 psi) is achieved. Because it is a pressure compensated spool the pump
does not keep going on and off stroke, but modulates to maintain 2,068.4 kPa (300
psi).
23
AUXILIARY PUMP FUNCTION - LOAD SENSE MODE
A function on one of the DCVs has been actuated.
A load sense signal (standby pressure) has been sent to the Load Sense Port (X).
Now there is equal pressure on each end of the Standby Spool, plus spring
pressure.
The spring pressure shifts the Standby Spool and the Large Servo which de-
strokes the pump, is open to drain, so the Small Servo and spring pushes the
swash plate on to stroke.
As the pump goes on stroke the flow increases, pressure increases, and so does
the load sense signal.
24
AUXILIARY PUMP FUNCTION - COMPENSATOR MODE
When a function such as a cylinder reaches the end of its stroke a pressure rise
occurs.
When pressure reaches the compensator setting of 20,684.3 kPa (3,000 psi), the
spool shifts and sends pressure is sent down to the Large servo, de-stroking the
pump.
• When shut down the swash plate is sprung into maximum displacement.
• On start up flow is sent to all DCVs and the Standby and Compensator Spools.
• When Standby pressure is reached the Standby Spool shifts and de-strokes
the pump
• When a function is actuated the signal enters the Load Sense Port (X). Equal
pressure on each end of the Standby Spool plus spring pressure the spool
shifts and the pump strokes.
• When the compensator setting is reached the spool shifts and the pump is
de-stroked.
FROM JACKS
MAST RAISE
WINCH DCV
T
DRAIN
P AUX
PRESSURE
VLS Ø 0.8 mm MANIFOLD
PLS TP PS
X AUX PUMP
PUMP
DISCHARGE 25
LOAD SENSE SIGNAL CONTROL
The previous pages explained how the load sensing pump was controlled by the
pressure in the load sense line.
The diagram above shows the two methods used on the MD6250 Rotary Drill.
The DCVs for the Jacks, Mast Raise, Winch, and Dust Collector are Load Sensing
DCVs. When a function is used a load sense signal is sent from the DCV to the
VLS Port, then the Shuttle Valve, and down to the Load Sense Port X to load the
pump.
An internal orifice creates a pressure drop when the Electric Proportional (EP)
Relief Valve is de-energised because the relief is set at zero pressure.
When any of the other auxiliary functions are actuated a proportional signal is sent
to the EP Relief and it’s setting is increased to the pressure programed for that
function.
If multiple functions are being used together, whichever load sense signal is
highest will be sent to the load sense port of the pump, so the pump will load to this
pressure.
Use the Interactive Hydraulic Schematic to locate components.

1
4
26
FAN PUMPS
Fan Pumps Components:

• Hydraulic/Compressor Cooler Fan Pump (1)
• Engine Radiator/ATAAC/Fuel Cooler Fan Pump (2)
• LH Main Hydraulic Pump (3)
• RH Main Hydraulic Pump (4)
The Hydraulic/Compressor Cooler Fan Pump (1) and Engine Radiator/ATAAC/Fuel

Cooler Fan Pump (2) are mounted on the rear of the two Main Hydraulic Pumps (3
and (4).
The Hydraulic Fan/Compressor Oil Cooler Pump drives the fan for cooling the
Hydraulic/Compressor Oil Cooler.
The Engine Radiator/ATAAC/Fuel Cooler Fan Pump drives the fan for cooling the
Engine Radiator/ATAAC/Fuel Coolers.
2
1
27
FAN MOTORS
Two hydraulically driven fans are installed for cooling the left and right cooler
packs.
On the left side is the Hydraulic/Compressor Cooler Fan Motor (1). The fan motor is
supplied by the Hydraulic/Compressor Cooler Fan Pump mounted on the LH Main
Hydraulic Pump.
On the right side is the Engine Radiator/ATAAC/Fuel Cooler Fan Motor (2). The fan
motor is supplied by the Engine Radiator/ATAAC/Fuel Cooler Fan Pump mounted
on the RH Main Hydraulic Pump.
DRAIN
HYD/COMP
OIL COOLER
FAN MOTOR
M
A B
FROM LEFT FAN PUMP
T1
T2
FROM LOOP FLUSHING VALVES HYDRAULIC

ENGINE COOLER B THERMOSTAT
FAN MOTOR
M COOLER
A B
FROM RIGHT FAN PUMP
T1
T2 A C
TANK TANK TANK
28
FAN MOTOR CIRCUIT
At the top is the Hydraulic/Compressor Oil Cooler Fan Motor. The Fan Motor is
supplied by the Left Fan Pump mounted on the LH Main Hydraulic Pump.
Below is the Engine Radiator/ATAAC/Fuel Cooler Fan Motor. The Fan Motor is
supplied by the Right Fan Pump mounted on the RH Main Hydraulic Pump.
Both fan pumps are load sensing pumps. An internal Electronic Proportional valve
controls the pressure to the compensator therefore controls the output of the pump.
The signal to the EP controller comes from the ECM 2.
The return oil from the Hydraulic/Compressor Cooler fan motor flows to a manifold.
Hot oil from the two closed loop flushing valves also flows to this manifold. Oil from
the manifold flows to the Cooler, the Bypass Check Valve, and the Thermostat.
Below 60°C (140°F) Port B is open to Port A, and Port C is closed, so oil from the
manifold flows in Port A and out Port B. Oil returning from the cooler is blocked at
Port C. When oil is over 60°C (140°F) the thermostat shifts, and Port B is blocked,
and Port C is open to Port A. All oil from the manifold must pass through the cooler.
If the cooler becomes blocked internally the bypass check will open allowing oil
back to tank.
“Wind Down” Check Valves are installed between Ports A and B of the fan motors
to minimize cavitation on shut down.
1 6
3
4
2 5
29
TRACK MOTORS
Track Motor Components:

• Forward Drive Hose (1)
• Reverse Drive Hose (2)
• Brake Release Hose (4)
• Speed Sensor (Partially Obscured) (5)
• Track Motor (6)
The Track Motors are fixed displacement, bent axis piston motors.
They are supplied by the Main Hydraulic Pumps.
The Tram Brakes in the Final Drives are spring applied and hydraulically released.
When in Tram mode and a Joystick is moved, the Brake Solenoid is energized and
charge pressure is directed to the brake port, releasing the brake.
The speed sensor in each motor sends a signal to an ECM. When both joysticks
are moved fully in one direction for maximum speed tramming, the main pumps are
electronically controlled to ensure straight tramming.
1 DRAIN
DIVERTER FROM FROM
VALVE L
DRILL/TRAM BRAKE
VALVE VALVE DRAIN
B B2
FROM PUMP B PORT
B1
FROM PUMP A PORT

A A2
A1 4
C DRAIN TO COOLER
T1 B
T
RH
1380 kPa
TRAM
MOTOR
Pst ORIFICE
T2 A
3
B A
LOOP FLUSHING VALVE
30
TRACK MOTOR FLUSHING CIRCUIT
In Tram mode the Drill/Tram solenoid is de-energised and spring pressure holds
the Diverter Valves (1) into Tram mode.
When the Joystick is deflected the Brake Solenoid is energized allowing charge
pressure to the tram brakes, releasing them.
Remote mounted Loop Flushing Valves (2) are installed between the pump and the
Track Motor (3).
The Flushing Valve directs some of the oil from the return loop to tank via the
Cooler (4).
As oil starts circulating in the closed loop, the Loop Flushing Valve is piloted by the
high pressure loop. This shifts the spool in the Flushing Valve and oil in the return
loop is directed back to tank via the Cooler.
The flushing valve circuit works the same in forward or reverse.

31
ROTATION MOTOR
A flange mounted Hydraulic Motor drives the Rotary Head for the rotation function,
and is supplied by the RH Main Pump though the Diverter Valve when in Drill
mode.
It is a bi-directional, bent axis piston motor, sprung into maximum displacement

mode. Maximum displacement gives maximum torque but low speed (rpm). An
electronic proportional (EP) directional valve changes the swash plate angle from
maximum to minimum displacement to change to high speed, low torque.
The EP displacement mechanism is controlled by a signal from ECM 4. The ECM

receives the following inputs:
• From the joystick direction for forward or reverse
• From the joystick position for rotation speed
• From the rotation torque control for maximum torque
• From the rotation motor speed sensor
When drilling, the logic program calculates the applied load and sends a signal to
the rotation motor solenoid to control the displacement. As the load increases the
motor is shifted toward maximum displacement. (low speed, high torque). As the
motor rpm decrease the main pump increases discharge to maintain the desired
rotation speed, set by the joystick position
FROM RIGHT MAIN PUMP

VIA DIVERTER VALVE
G
U MF T1
B
Vg
min
DRILL Vg
MOTOR max A
DRAIN T2
GAUGE PORT
32
ROTATION MOTOR FUNCTION
The rotation speed of the drill string needs to be adjusted to suit the conditions.
The rotation torque needs to limited to avoid overtightening the drill pipe threads.
In forward rotation (drilling), oil enters Port B and flows through the Rotation Motor
and out of Port A. Port T2 is the case drain line.
Oil entering either the A or B ports flows to the motor, and also supplies two internal
oil galleries with Check Valves and Gauze Screens.
After the screens oil also flows to a closed port of the EP Directional Valve, and the
rod end of the Servo, holding it in maximum displacement (low speed).
As the solenoid is energized the EP Directional Valve sends oil to the Piston End
of the Servo, adjusting the swash plate angle to minimum, which is high speed but
lower torque.
PULLDOWN
PULLDOWN
ORIFICE WITH
FORCE
BYPACK CHECK
VALVE
TO ROPE TENSIONING MANIFOLD
4
4826 kPa
2 1 TO ROPE TENSIONING MANIFOLD

HOIST
HOIST
3
COUNTERBALANCE DRAIN
VALVE
1 2
HOLDBACK
RELIEF VALVE
33
HOIST PULLDOWN CIRCUIT
In pulldown mode (drilling) oil flow from the right pump and diverter valve enters
the pulldown cylinder rod and exits on the upper side of the piston. Oil also passes
through the orifice with bypass check valve to the Counterbalance Valve and the
Holdback Relief Valve.
The Counterbalance Valve is piloted open and allows oil from the hoist end of the
Hoist/Pulldown Cylinder to exit, allowing the Hoist/Pulldown Cylinder to move.
The EP Holdback Relief Valve controls the pressure between the Orifice and the
Counterbalance Valve pilot port 3, therefore controls the opening and closing of the
Pulldown Counterbalance Valve.
If, while drilling, the drill string broke through into a cavity, a huge pressure drop
would occur in the supply hose, and the pressure signal to the pilot port 3 of the
Counterbalance Valve would be lost and the Counterbalance valve would close.
This prevents the drill string from dropping.
Holdback is mainly used when Down The Hole (DTH) hammer drilling, to reduce
the hammer bogging, but can be used in certain rotary drilling applications.
When hoisting the oil flows through the bypass check valve which is built in to the
Counterbalance Valve assembly.
RH BOTTOM RH TOP
8 CABLE TENSIONER CABLE TENSIONER 8
CYLINDER CYLINDER
6
RH BOTTOM
CE GA
PULLDOWN
1034 kPa
2 3 9 4 5
FORCE
T-11A
PBDB
7
P1 2 1 2 CR
1 CXDA
T-13A
T 2 1 2 1
C2R
CXHA
9 1
HOIST
NEEDLE
T-16A VALVE
C2E
8 8
LH BOTTOM LH TOP
CABLE TENSIONER CABLE TENSIONER
CYLINDER CYLINDER
34
CABLE TENSIONING CIRCUIT
During normal operation the Needle Valve (1) is fully closed.
When drilling, high load is on the Pulldown Cables and the Hoist Cables are
unloaded and oil flow from the Pulldown Cylinder (2) enters the Manifold at Port P1
(3).
Oil flows through the Pressure Reducing Valve (4) set at 3,792.1 kPa (550 psi) or
1,034 kPa (150 psi).
The oil then flows through a Check Valve (5) and exits the Manifold at Port CR (6).
Oil then passes through Flow Control Valves (7) to the Retract Side (8) of the four
Cable Tensioning Cylinders.
Oil from the extend side of the Cylinders returns to tank through Ports CE and C2E
(9) then into the hoist side of the Feed Cylinder.
To release the tension on the cables for maintenance the Needle Valve is opened.
35
DIRECTIONAL VALVES
This Manifold is located on the cross member below the fan pumps, and has three
solenoid actuated Directional Valves installed (red circle).
Charge pressure is supplied to the Port P of the Manifold.
When the solenoids are de-energised the pressure ports are blocked.
When either solenoid is energized, the valve shifts, and oil is directed through.
The solenoids are 24V DC On/Off, not proportional.

TO BRAKE RELEASE TO SHIFT DIVERTERS

TP5 TP6
G1 1 G2 2 G3 3
T
TANK
BRAKE VALVE SPARE TRAM/DRILL

VALVE P
FROM CHARGE PUMP
36
DIRECTIONAL VALVE CIRCUIT
The schematic above shows three spools from the Jacks/Mast Raise DCV.
The oil supply from the Auxiliary Pump enters the DCV at the P port and flows to a
blocked port on each spool.
Charge pressure is supplied to the EP directional valves as pilot pressure.
When a solenoid is energized, it moves (proportionally) and pilot pressure flows to

one end of the spool, shifting the spool against spring pressure.
When the main spool shifts oil flows to Port A or Port B to the actuator. The return
oil flows back to the Hydraulic Tank.
When the main spool shifts, a pressure signal is sent flows through a Shuttle Valve
(or Ball Resolver) out the LS port to the load sense port on the pump.
The spool that sees the highest load will have the highest pressure, and that signal
will shift the shuttle valves in series to reach the load sense port on the pump.
37
JACKS DCV
This six spool load sensing DCV (1) is located below deck level behind the pumps.
It is supplied by the Auxiliary Pump.
The functions supplied are:

• Water Injection/Dust Collector
• Mast Raise/Lower
• Front Jacks Raise/Lower
• Right Rear Jack Raise/Lower
• Left Rear Jack Raise/Lower
• Winch Hoist/Lower
The spools are controlled by EP signals from the Joysticks.
Pilot pressure supplied by the Charge Pump is used to shift the spools.
38
JACKS DCV CIRCUIT
The schematic above shows two spools from the Jacks DCV.
The oil supply from the Auxiliary Pump enters the DCV and flows to blocked ports.
Charge pressure is supplied to the EP directional valves (4) as pilot pressure.
When a solenoid is energized, it moves (proportionally) and pilot pressure flows to

one end of the spool, shifting the spool against spring pressure.
When the main spool shifts oil flows to Port A or Port B and oil flows out to extend
or retract the Cylinders. The return oil flows back to the Hydraulic Tank.
When the main spool shifts, oil also flows out the load sense port through an
Orifice.
This pressure signal flows on to a Shuttle Valve (or Ball Resolver). From here the
oil flows to the load sense port on the pump, loading the pump.
The spool that sees the highest load will have the highest pressure, and that signal
will shift the shuttle valves in series to reach the load sense port on the pump.
39
MAST DCV (SIX SPOOL)
A six spool DCV (1) is mounted at the base of the Mast.
This DCV is supplied oil flow by the Auxiliary Pump.
The solenoids are ON/OFF, not electronic proportional.
It is not a load sensing directional control valve.
The load sense signal to activate the pump comes from the auxiliary load sense
solenoid.
40
MAST DCV (SIX SPOOL) CIRCUIT
The functions actuated by this six spool DCV are listed in the schematic above.
Oil flow from the auxiliary pump is supplied to a closed port on each spool.
When the function is activated the solenoid is energized by the ECM.
The spool shifts and oil flows out of the “A” or “B” port.
From the directional valve the oil flows through cross piloted check valves.
These cross port check valves prevent leakage from the cylinder or motor from
leaking back through the Directional Control Valve (DCV).
They are cross piloted, so when oil flows out the A port and through the A check
valve, oil flow returning into the B port is blocked by the B check valve. The pilot oil
gallery from the A port pilots the B check valve open so oil can return.
They perform a similar function to counterbalance valves, to prevent leakage back

through the DCV spool.
41
MAST DCV (FOUR SPOOL)
A four spool Mast DCV (1) is mounted adjacent to the Mast Pivot.
This DCV is supplied oil flow by the Auxiliary Pump.
The solenoids are On/Off, not electronic proportional.

42
MAST DIRECTIONS CONTROL VALVE (FOUR SPOOL) CIRCUIT
The functions actuated by this four spool DCV are listed in the schematic above.
43
AUXILIARY DCV
Below the Operator’s Station a four spool Auxiliary DCV (1) is installed.
It supplies the following functions:

• Viewing Hatch Open/Close
• Dust Curtains Raise/Lower
• Mast Locks Engage/Disengage
• Boarding Stairs Raise/Lower
This DCV is supplied oil flow by the Auxiliary pump.
The solenoids are On/Off, not electronic proportional.

44
AUXILIARY DCV CIRCUIT
The functions actuated by this DCV are listed in the schematic above.
45
AIR CONDITIONING HYDRAULIC MANIFOLD
The A/C Compressor Motor is supplied by the Auxiliary Pump.
Pump low enters Port P and flows to a pilot actuated Directional Valve.
Flow is also directed to a closed port of the On/Off Directional Valve.
When the A/C is switched On, the On/Off Directional Valve Solenoid is energized
and shifts the spool, allowing pump pressure through to pilot the Directional Valve.
Pump flow enters the motor and the return oil is directed back to the Hydraulic Tank
A Proportional Valve is installed in the line upstream of the 4 mm (.16 in) Orifice.
This unloads the Compressor as the A/C reaches the set temperature.
A Relief Valve in the Manifold limits the maximum pressure in this circuit.
PURPOSE REVIEW

Hydraulic System.
46
REASON REVIEW

of major components, major service points and
Hydraulic System in order to provide effective customer
47

Rotary Drill Hydraulic System during a classroom post-
assessment with at least 80% accuracy.
48
You are able to:

Hydraulic System components
Hydraulic System service points
Rotary Drill Hydraulic System
49
em
SERV2120
&DWHUSLOODU&RQILGHQWLDO <HOORZ
SERV2107 - 03/18 -3- Module 10 - Electric Power System
TABLE OF CONTENTS
PURPOSE �� 7
REASON �� 8
ELECTRICAL SCHEMATIC��...........��...��.11-14
CAN BUS OVERVIEW ...............................................................................................................15
NETWORK OVERVIEW .......................................................................................................16-17
MASTER ECM ......................................................................................................................18-19
AUXILIARY ECM'S ..�� 20
AUXILIARY ECM 1......��....��........�� 21
AUXILIARY ECM 2��..�� 22
AUXILIARY ECM 3��..�� 23
AUXILIARY ECM 4 ��.......................................��24
AUXILIARY ECM 5��................................................25-26
ENGINE ECM ��...............................................................��.....��27
TROUBLESHOOTING BASICS ..........��.��......�� 28
CAN CIRCUITS ........................................................................................................................ 29
TERMINATING RESISTORS��................�� 30
TROUBLESHOOTING .........................................................................................................31-32
BATTERIES ............................................................................................................................. 33
MAIN ELECTRICAL BOX ................................................................................................... 34-35
MAIN ELECTRICAL BOX- FUSES ......................................................................................36-40
FRONT CONSOLE - OPERATOR’S CAB FUSE PANELS ��..�� 40-45
SENSORS AND SWITCHES��..............��46
PROXIMITY SENSORS ��.................��47-49
LEVEL SENSORS ��.................�............��50
JACK SENSORS ��...............................��51
SENSORS ...........................................................................................................................52-58
tABLE OF cONtENtS
PURPOSE REVIEW ��.................................�� 59

REASON REVIEW ��.................................��..�� 60
SAFETY BRIEFING
• Storm Shelter
6
PURPOSE

strategies of the MD6250 Rotary Drill Electric Power
System.
7
REASON

Electric Power System in order to provide effective
satisfaction.
8

least 80% accuracy.
9
LEARNING OUTCOMES
Upon completion of this MD6250 Rotary Drill Electric

Power System module, you will be able to:
Electric Power System components
the MD6250 Rotary Drill Electric Power System
MD6250 Rotary Drill Electric Power System
10
ELECTRICAL SCHEMATIC
An interim (not interactive) Electrical Schematic can be found on SIS using Prefix DLK or DLZ for the MD6310 Rotary Drill.
An updated, interactive schematic should be uploaded later in 2018
1. Enter DLK or DLZ as a prefix (right)
2. Select Advanced Full Text Search (right)
3. Then select Schematic from the drop down menu. (right)
4. Select and open the four page schematic. The Title Block (below) will show the Model no. Volume no. and Version no.
ELECTRICAL SCHEMATIC - SYMBOLS

ELECTRICAL SCHEMATIC - WIRING
There are many individual circuits, some of which interface with other circuits, that combine to form the wiring harness.
The Electrical Schematic has a Colour Code Chart (above) to assist in the identifcation of wires and circuits.
Black is the Ground or Earth. Ground wires run from components to the chassis or sub-frames and
actually reduce wiring by allowing power to travel back to the battery through the chassis or frame.
Red is Unswitched Power. These circuits are powered when the battery isolator is turned from the
OFF position to the ON position. Unswitched Power is supplied to components such as the starter
motor, starter solenoid, alternator, ignition switch, fuses, circuit breakers, ECM's, monitors etc.
Dark Blue is Switched Power. These circuits are powered when the ignition is switched ON.
Dark Green is Auxiliary ECM 3 circuit
Purple is Transmission/Engine Pump Control circuit
Pink / Black stripe is CAN 'A' Data Link
Purple / Black stripe is CAN 'B' Data Link
Orange / Black stripe is CAN 'C' Data Link
Note that the colours mentioned on this page are only to assist reading the schematic, they are not the wire colours.
The actual wire colours in the hanesses are part of the wire number. (See previous page)

ELECRICAL SCHEMATIC - WIRING
The previous page showed the Colour Code Chart explaining the types of circuits are colour coded. This makes it easier
to read the schematics. The actual wire colour is a part of the wire number.
Below is a small part of the schematic to use as an example. Staring from the top:
Two Purple / Black striped lines CAN B HI and CAN B LO going to the Terminating Resistor. (Yellow & Green wires)
Three Purple lines (pump control) going to the Rotation Force Potentiometer (Orange, Brown & Yellow wires)
One Red (unswitched power) line is power to the ignition switch. (Red wire)
The two BLUE lines (switched power) are powered when the ignition is switched on (Yellow & Orange wires).

CAN BUS OVERVIEW
CAN BUS is now very common and used in many industries and applications. It has the potential to reduce wiring.
CAN stands for Controller Area Network. It refers to a network of controllers.
These controllers may be called Input/Output (I/O) Modules, Nodes, ECU's ECM's etc.
BUS stands for Binary Unit System. A bus is a vehicle used to carry multiple passengers. In CAN BUS the BUS refers to the
vehicle used to carry or transmit multiple signals through the network. The BUS is a pair of wires called CAN HI and CAN LO.
Each ECM has a power supply and an earth, and is communicates with every other ECM through CAN HI and CAN LO.
The ECM's communicate using binary language, a series of 1's and zeroes.
The ECM's are very reliable and rarely fail. They have built-in protection against reverse polarity and excessive current.
If an ECM is not communicating with the others, this will be displayed as an event.

LEGEND
POWER
GROUND
CAN + (HIGH)
CAN - (LOW)
ENCLOSURE
16
ELECTRICAL SYSTEM - NETWORK
.
LEGEND
POWER
GROUND
CAN + (HIGH)
CAN - (LOW)
ENCLOSURE
17
ELECTRICAL SYSTEM - NETWORK - CAN B
.
18
MASTER ECM AND CAT ET SERVICE PORTS
The Master ECM (1) is installed in the Front Console in the Operator’s Station.
The Master ECM communicates with all other ECMs through CAN A ,B and C.
There are two CatET Service Ports on the MD6310. One is on the exterior left
side of the Front Console (2). The other is on the front-facing side of the Main
Electrical Box (3) outside the cab.
A communications interface (4) is located above the master module. This

required for Terrain and Automation.
CONNECTIONS
MASTER ECM INPUT AND OUTPUT COMPONENTS
Master ECM
A/C Compressor Speed Sensor A/C 1 Control Solenoid
A/C High Pressure Sensor A/C 1 On/Off Solenoid
A/C Louver Temperature Sensor Autonomy Power Relay
A/C Low Pressure Sensor Cab Main Power Relay
A/C Recirculation Temperature Sensor Chassis Main Power Relay
A/C Evaporation Fin Temperature Sensor Front Wiper Relay
Left Side Wiper Relay

ATC/MAN Switch
Rear Wiper Relay

Drill/Park/Tram Keypad ooo
Switch Front Dome Light Remote Start Relay
Switch Front Door Switch Starter Motor Relay
Ground Level Emergency Stop Switches
Inclination Sensor
Key Switch
Left Dome Light Switch
Left Door E Stop Switch
Left Door Switch
Machine Front Right E-Stop Switch
Pulldown Force Potentiometer
RC Mode Switch
Right Engine Bay E-Stop Switch
Torque Limit Potentiometer
19
4 2
1 3
20
AUXILIARY ECMS
Four Auxiliary ECMs are installed on the interior, back of the Main Electrical Box:
• Auxiliary ECM 1 (1)
The Main Electrical Box (5) is located on the right side of the platform forward of
the Operator’s Station.
The Auxiliary ECMs are accessed through a bolted right side-facing panel.
Note: The Main Electrical Box panel has been removed in the above
image.
AUXILIARY ECM 1 INPUT AND OUTPUT COMPONENTS
Auxiliary ECM 1
Access Ladder Ground Level Switch Access Ladder Alarm Relay
Access Ladder Platform Switch Access Ladder Lower Solenoid
Access Ladder Position Switch Access Ladder Raise Solenoid
Drill Mast Lock Solenoid Status

Dust Collector Fan Solenoid
Drill Mast Unlock Solenoid Status

Front Stabilizer Lower Solenoid
Dust Collector Motor Speed Sensor -

Front Stabilizer Raise Solenoid
Dust Collector Motor Speed Sensor + Front Machine Flood Light Relay
Left Front Stabilizer Cylinder

Head End Pressure Sensor (Lower) Ladder Lamp Relay
Left Front Stabilizer Cylinder

Rod End Pressure Sensor (Raise) Left Machine Machine Flood Light Relay
Left Front Stabilizer Retract Limit Switch Left Rear Stabilizer Lower Solenoid
Left Rear Stabilizer Cylinder

Rod End Pressure Sensor (Lower) Left Rear Stabilizer Raise Solenoid
Left Rear Stabilizer Cylinder

Machine Work Light Relay
Rod End Pressure Sensor (Raise)
Left Rear Stabilizer Retract Limit Switch Mast Light Relay
Remote Pendant Winch Down Switch Right Rear Stabilizer Lower Solenoid
Remote Pendant Winch Fast Switch Right Rear Stabilizer Raise Solenoid
Remote Pendant Winch Up Switch Travel Alarm Relay
Right Front Stabilizer Cylinder

Travel Beacon Relay
Head End Pressure Sensor (Lower)
Right Front Stabilizer Cylinder

Rod End Pressure Sensor (Raise) Viewing Hatch Close Solenoid
Right Front Stabilizer Retract Limit Switch Viewing Hatch Open Solenoid
Right Rear Stabilizer Cylinder

Winch Spool In Solenoid
Head End Pressure Sensor (Lower)
Right Rear Stabilizer Cylinder

Winch Spool Out Solenoid
Rod End Pressure Sensor (Raise)
Right Rear Stabilizer Retract Limit Switch
Winch Up Proximity Switch
Winch Up Limit Switch (NO) 21

Auxiliary ECM 2
Air Compressor Filter Restriction Sensor Air Compressor Flow Reduction Solenoid
Air Compressor Interstage Temperature Sensor Air Compressor Inlet Close Solenoid
Air Compressor Oil Filter Bypass Switch (NO) Air Compressor Inlet Open Solenoid
Air Compressor Oil Pressure Sensor Cab Flood Light Relay
Air Compressor Outlet Air Temperature Sensor Cab Work Light Relay
Compressor Oil Temperature Sensor Cold Weather Vent Solenoid
Dust Curtain Raised Position Switch Coupling Grease Spray Solenoid
Foam Injection Empty Level Switch (NC) Drill Flushing Air Solenoid
Foam Injection Empty Level Switch (NO) Dust Curtain Lower Solenoid
Hammer Lube Cycler Switch (NC) Dust Curtain Raise Solenoid
Hammer Lube Cycler Switch (NO) Foam Injection Solenoid
Hammer Lube Tank Level Sensor

Foam Suction Solenoid
Hydraulic Charge Filter Bypas Switch (NO) Front Washer Pump Relay
Hydraulic Oil Temperature Sensor

Hammer Auto Lube Solenoid
Hydraulic Tank Point Level Sensor

Hydraulic Oil Cooling Fan Solenoid
Hystat Case Drain Filter Bypass Switch (NO) Left Side Washer Pump Relay
Implement Case Drain Filter Bypass Switch

Machine Auto Lube Solenoid
Water Tank #1 Level Sensor Machine Auto Lube Relay
Water Tank #2 Level Sensor Rear Washer Pump Relay
Rear Machine Flood Light Relay
22
Auxiliary ECM 3
Autolube Grease Level Sensor Dust Collector Filter Solenoid #1
Drill Flushing Pressure Sensor Dust Collector Filter Solenoid #2
Air Compressor Receiver Dry Side Pressure Sensor Dust Collector Filter Solenoid #3
Air Compressor Receiver Wet Side Pressure Sensor Dust Collector Filter Solenoid #4
Dust Collector Filter Solenoid #5
Dust Collector Filter Solenoid #6
Dust Collector Clean Solenoid #1
Hydraulic Pilot Supply Solenoid #1
Hydraulic Pilot Supply Solenoid #2
23
Auxiliary ECM 4
Carousel Index Extended Position Switch Auxiliary Relay 1
Carousel Index Retracted Position Switch Auxiliary Relay 2
Drill Feed Hold Back Pressure Sensor Implement Pump Load Sense
Pressure Override Solenoid
Drill Mast Left Locking Pin Disengaged Position Switch
Drill Feed Hold Back Relief Solenoid
Drill Mast Right Locking Pin Disengaged Position Switch
Drill Mast Lower Solenoid
Drill Mast Left Locking Pin Engaged Position Switch
Drill Mast Raise Solenoid
Drill Mast Right Locking Pin Engaged Position Switch
Drill Rotation Speed Sensor Drill Rotation Motor Solenoid
Fuel Level Sender Left Main Pump Forward Solenoid
Implement Pump Pressure Sensor Left Main Pump Reverse Solenoid
Left Drive Motor Speed Sensor #1

Parking Brake Solenoid
Left Drive Motor Speed Sensor #2

Propel/Drill Diverter Valve Solenoid
Left Main Pump Port A Pressure Sensor
Right Main Pump Forward Solenoid
Left Main Pump Port B Pressure Sensor
Right Main Pump Reverse Solenoid
Mast Position Sensor
Viewing Hatch Work Light Relay
Right Drive Motor Speed Sensor #1
Right Drive Motor Speed Sensor #2
Right Pump Port A Pressure Sensor
Right Pump Port B Pressure Sensor
24
25
AUXILIARY ECM 5 (MAST ECM)
The Mast ECM (Aux ECM 5) (1) is mounted above the Four-Spool Directional
Control Valve (DCV) (not shown) on the left side of the Mast.
The Mast ECM is connected to the CAN A Data Link and has outputs to energize
the coils for both Mast DCVs.
The Mast ECM also receives inputs from Proximity Switches, such as the Carousel
Position Proximity Switch (not shown).
AUXILIARY ECM 5 (MAST) INPUT AND OUTPUT COMPONENTS
Auxiliary ECM 5 (Mast)
Carousel Index Lock Position Switch Carousel Index Clockwise Solenoid
Carousel Index Rotary Position Sensor

Carousel Index Counterclockwise Solenoid
Carousel Load Position Switch Carousel Index Lock Solenoid
Carousel Lock Position Switch Carousel Index Unlock Solenoid
Carousel Parked Position Switch

Carousel Swing Load Solenoid
Carousel Pipe Detect Switch

Carousel Swing Park Solenoid
Deck Wrench Cylinder Position Sensor

Deck Wrench Disengage Solenoid
HOBB Disengaged Position Switch

Deck Wrench Engage Solenoid
HOBO Disengaged Position Switch HOBB Engage Solenoid
HOBO Engaged Position Switch HOBB Disengage Solenoid
Machine Auto Lube Pressure Sensor

HOBO Clamp Solenoid
Pipe Positioner Disengaged Position Switch 1

HOBO Unclamp Solenoid
Pipe Positioner Disengaged Position Switch 2

HOBO Swing In Solenoid
Pipe Positioner Engaged Position Switch 1 HOBO Swing Out Solenoid
Pipe Positioner Engaged Position Switch 2

Pipe Positioner Swing In Solenoid
Pipe Retaining Safety Arm Engaged Position Switch 1

Pipe Positioner Swing Out Solenoid
Pipe Retaining Safety Arm Engaged Position Switch 2

Pipe Retaining Safety Arm Disengage Solenoid
Pipe Retaining Safety Arm Engage Solenoid
26
J2 J1
ECM
120 pin plug
1 2
3 4
5 Cam Speed/Timing Crank Speed/Timing 6
7 8
9 10
11 12
Right Intake Manifold
Air Inlet Temperature
Air Temperature
Left Intake Manifold Air EGR Temperature

Temperature
Coolant Temperature
Fuel Temperature EGR Absolute Pressure
Oil Pressure
EGR Delta
Crank Case Pressure
Left Intake Manifold Air

Pressure
Fuel Pressure Switch-

Secondary Filter
Fuel Pressure - After

Secondary Filter
Barometric Pressure
27
The sensors on a C27/C32 convert physical parameters into electronic signals. The
A4:E4 Electronic Control Unit (ECU) uses these signals (input information) to monitor
engine conditions and determine appropriate output signals.
For more information about the Engine ECM see Module 4 – Engine of this course.
TROUBLESHOOTING BASICS
As a general guide, electrical problems are 80% wires, connectors and plugs, 19% switches and sensors, and1% ECM's.
So troubleshooting procedures should focus on wiring and connectors before replacing the more expensive components.
Caterpillar technicians are trained to preform basic troubleshooting tests like the "10lb pull test", and the "wiggle" test.
These two tests ensure that pins and sockets are correctly installed in connectors, and identify high resistance connections.
Additionally we have Caterpillar Electronic Technician (ET) to help us with diagnostics. ECM's can identify problems such
as "Voltage above normal" which could be an open circuit, or "Voltage below normal" which may be a short to ground.
On the MD6310 the events are displayed across the top of the screen, with the date and time, as seen below.
All Events are recorded in chronological order (in sequence) but can be sorted and displayed in different formats. See below.
Faults may be displayed as a Failure Mode Indicator (FMI) as seen below.

CAN BUS CIRCUITS

CAN circuits have a 120 ohm terminating resistor at each end. This gives a known resistance for troubleshooting purposes.
The terminating resistors also reduce signal reflection or echo, so a clean signal without any distortion is received.
TROUBLESHOOTING BASICS
If the resistance is tested across 1 If the resistance is tested across two If the resistance is tested across two
120 ohm resistor the resistance 120 ohm resistors wired in series the 120 ohm resistors wired in parallel the
should be 120 ohms. resistance should be 240 ohms. resistance should be 60 ohms.
So the continuity of a CAN circuit can be easily tested by conducting a resistance test using a multimeter. See next page.
TERMINATING RESISTORS
If a fault has occurred in the CAN circuit and an open circuit is detected, the terminating resistors should be tested. The
schematic shows terminating resistors at each end of the CAN A, CAN B and CAN C circuits. They are 120 ohm resistors.
The terminating resistors are typically located close to the components as shown on the schematic. In the schematic above
the resistor is shown next to the rotation force dial and the ignition switch. The photo below left shows one of the the CAN B
resistor in a plug, located next to the ignition switch and rotation force dial (potentiometer). Note the yellow and green
twisted wires. The photo below right shows the resistor built in to a 3 pin plug.
Under the ignition switch and rotation force dial on the The resistors are built into a 3 pin plug.
right armrest is the terminating resistor.
TROUBLESHOOTING
If it is suspected that there is a fault in the CAN circuit, the following tests should be conducted.
With the batteries isolated test the resistance between the CAN HI and power, and CAN LO and power.
This should be an open circuit. There are no typical values, but a reading of less than 10,000 ohms is
suspect and further investigation is recommended. Most multimeters will read OL
With the batteries isolated test the resistance between the CAN HI and earth, and CAN LO and earth.
This should be an open circuit. There are no typical values, but a reading of less than 10,000 ohms is
suspect and further investigation is recommended.
TROUBLESHOOTING
Using a multi meter set to measure resistance (ohms) test the resistance between the CAN HI and
CAN LO. The value should be between 50 and 70 ohms.
Find a position in the CAN loop that is easily disconnected, like at a screw terminal, and connect a multi-
meter in series, as shown below. This will measure the resistance of the CAN BUS loop line, including
the two resistors. Value should be 220 – 260 0hms.
If the tests listed above and on the previous page are conducted and the results are found within the
recommended guidelines, then this indicates that there is no problem with the CAN circuit.
4 5
3
1
33
BAttERIES
The battery enclosure is at the front of the drill between the cooler packs and the
handrail. It is below floor level, with a hinged, lift up Battery Access Door (1).
Four 12V DC Batteries (2) are fitted in the enclosure, two Batteries are connected in
series to produce 24 volts, then another pair connected in parallel.
It is a 24V DC, negative ground (earth) system.
The ground circuit runs to the Battery Disconnect Box (3).
When the Starter Disconnect Switch (4) is in the OFF position (as shown) the
ground is disconnected and the starter motor circuit is open. The starter will not
engage.
When the Battery Disconnect Switch (5) is in the OFF position, the ground is
disconnected so the battery circuit is open. All circuits on the drill are dead. The
Battery Disconnect Switch must be turned 90 degrees clockwise to close the
battery circuit.
1
4
6
34
MAIN ELECTRICAL BOX - COMPONENTS
• Chassis Main Power Relay (1)
• Access Stairs Light Timer Relay (2)
• Forward Warning Horn Relay (3)
• Bus Bars (4)
• Bus Bars (5)
• Passthrough Block (6)
The Main Electrical Box contains several Relays, Bus Bars, and a Passthrough
Block for incoming power to the Relays.
1
2
3
4
5
6 7
8
9
11 10
35
MAIN ELECTRICAL BOX - CIRCUIT BREAKERS
• Air Conditioner Fan 1 (15A) (1)
• Auxiliary 1 (15A) (4)
• Engine ECM (30A) (5)
• Chassis (80A) (8)
• Auxiliary Crane (80A) (9)
• Operator’s Station (80A) (10)
• Not Used (11)
The Circuit Breakers are located behind the latched access door on the forward-
facing side of the Main Electrical Box.
Note: The access door has been removed in the above image.
Should a Circuit Breaker trip, push the button of the tripped Circuit Breaker to reset.
If the electrical system is working properly, the button will remain depressed. If
the button does not remain depressed, check the appropriate electrical circuit and
repair if required.
1
2
36
MAIN ELECTRICAL BOX - CHASSIS FUSE PANELS
A Upper (1) and a Lower Chassis Fuse Panel (2) are located behind the access
door on the forward-facing side of the Main Electrical Box.
To access the fuses remove the plastic cover over each of the Fuse Panels.
Fuses protect the electrical system from damage that is caused by overloaded
electrical circuits. Replace a fuse if the fuse element separates.
If the fuse of a particular electrical system requires frequent replacement, check the
appropriate electrical circuit and repair if required.
Note: Always replace fuses with the same type and capacity of fuse that
was removed. Otherwise, electrical damage could result.
Note: If it is necessary to replace fuses frequently, an electrical problem
may exist.
To replace a fuse, use the fuse puller that is stored in the fuse panel.
The following pages detail the Fuse Panel Films, located on the interior or exterior
of the plastic Fuse Panel covers.
The circuit identificatio and amperage (where provided) is included for each
symbol.
37
MAIN ELEctRIcAL BOX - UPPER cHASSIS FUSE PANEL - LEFt SIDE OF FILM
Relays:
• Access Stairs Alarm (61)

• Access Stairs Light (52)
• Beacon (63)
• Auxiliary 1 (64)
• Auxiliary 2 (65)
38
MAIN ELEctRIcAL BOX - UPPER cHASSIS FUSE PANEL - RIGHt SIDE OF FILM
• Spare (41)
• Spare (42)
• Spare (43)
• Spare (44)
• Spare (45)
• Spare (46)
• Spare (47)
• Spare (48)
• Spare (49)
• Spare (50)
39
MAIN ELEctRIcAL BOX - LOwER cHASSIS FUSE PANEL
• GPS Receiver (15A) (1) • Spare (21)

• Auxiliary 1 (15A) (2) • Auxiliary ECM 4 (15A) (22)
• Auxiliary 2 (15A) (3) • Auxiliary ECM 1 (15A) (23)
• Spare (4) • Auxiliary ECM 2 (15A) (24)
• Spare (5) • Auxiliary ECM 3 (15A) (25)
• Spare (6) • Mast ECM (15A) (26)
• Air System (15A) (7) • Access Stairs Light (10A) (27)
• Automatic Lubrication Pump (10A) (8) • Access Stairs Alarm (10A) (28)
• Dust Suppression Water Valve (15A) (9) • Fuel Priming Pump (15A) (29)
• Viewing Hatch Work Light (15A) (10) • Forward Horn (15A) (30)
• Mast Beacon (15A) (11) • Spare (31)
• Carousel Proximity Switch (10A) (12) • Spare (32)
• Tram Alarm (10A) (13) • Spare (33)
• Tram Beacon (15A) (14) • Spare (34)
• Mast Light (10A) (15) • Spare (35)
• Drill Flood Light (15A) (16) • Spare (36)
• Drill Work Light (15A) (17) • Spare (37)
• Lower Drill Flood Light (15A) (18) • Spare (38)
• Spare (19) • Spare (39)
• Key Switch (10A) (20) • Autonomy Power (20A) (40)
40
MAIN ELEctRIcAL BOX - LOwER cHASSIS FUSE PANEL - cENtER OF FILM
Relays:
• Flood Light (51)
• Tram Alarm (52)
• Fuel Priming Pump (53)
• Not Used (54)
• Autonomy Power (55)
• Viewing Hatch Work Light (56)
• Automatic Lubrication Pump (57)
• Drill Flood Light (58)
• Work Light (59)
• Mast Light (60)
41
FRONT CONSOLE - OPERATOR’S STATION FUSE PANELS
A Upper (1) and a Lower Operator’s Station Fuse Panel (2) are located behind the
bolted access door on the Front Console in the Operator’s Station.
To access the fuses remove the plastic cover over each of the Fuse Panels.
Fuses protect the electrical system from damage that is caused by overloaded
electrical circuits. Replace a fuse if the fuse element separates.
If the fuse of a particular electrical system requires frequent replacement, check the
appropriate electrical circuit and repair if required.
Note: Always replace fuses with the same type and capacity of fuse that
was removed. Otherwise, electrical damage could result.
Note: If it is necessary to replace fuses frequently, an electrical problem
may exist.
To replace a fuse, use the fuse puller that is stored in the fuse panel.
The following pages detail the Operator’s Station Fuse Panel Films, located on the
interior or exterior of the plastic Fuse Panel covers.
42
MAIN ELECTRICAL BOX - UPPER OPERATOR’S STATION FUSE PANEL -
LEFT SIDE OF FILM
Relays:
• Front Wiper (51)
• Rear Wiper (52)
• Left Wiper (53)
• Wiper (54)
• Right Wiper (55)
43
MAIN ELECTRICAL BOX - UPPER OPERATOR’S STATION FUSE PANEL -
RIGHT SIDE OF FILM
Fuses:
• Spare (1)
• Spare (2)
• Spare (3)
• Spare (4)
• Spare (5)
• Right Wiper (10A) (6)
• Left Wiper (10A) (7)
• Wiper (10A) (8)
• Rear Wiper (10A) (9)
• Front Wiper (10A) (10)
44
MAIN ELECTRICAL BOX - LOWER OPERATOR’S STATION FUSE PANEL -
LEFT AND RIGHT SIDE OF FILM
• Air Conditioner Fan 2 (15A) (11) • HVAC Backlighting (10A) (30)
• Air Conditioner Fan 1 (15A) (12) • Converter 1 (15A) (31)
• Seat Suspension (15A) (13) • Converter 2 (15A) (32)
• Starter Motor (10A) (14) • Dome Light (10A) (33)
• Drill System Displays (10A) (15) • Spare (34)
• Right Joystick (10A) (16) • Master ECM (15A) (35)
• Remote Winch (10A) (17) • Cellular/Satellite Radio (10A) (36)
• Action Alarm (10A) (18) • Ethernet Switch Control (10A) (37)
• Spare (19) • Left/Right Keypads (10A) (38)
• Operator’s Cab Flood Light (15A) (21)
• Rear Drill Flood Light (15A) (22)
• Spare (23)
• Spare (24)
• Rear Washer Pump (10A) (25)
• Spare (26)
• Front Washer Pump (27)
• Manometer/Pre-Cleaner (15A) (28)
• Air Conditioner Water Valve (10A) (29)
45
MAIN ELECTRICAL BOX - LOWER OPERATOR’S STATION FUSE PANEL -
CENTER OF FILM
Relays:
• Left Washer Pump (56)
• Washer Pump (57)
• Right Washer Pump (58)
• Starter Motor (59)
• Remote Start (60)
• Operator’s Station Work Light (61)
• Rear Drill Flood Light (62)
• Operator’s Station Flood Light (63)
• Operator’s Station Flood Light (64)
• Rear Washer Pump (65)
SENSORS
Many different types of switches and sensors are used on the drill.
These include level switches, flow switches, temperature and pressure sensors, proximity switches, angle
sensors. A brief description is covered below.
Proximity Sensors are able to detect the presence of nearby objects without any physical contact.
The object being sensed is usually referred to as the proximity sensor's target.
Inductive proximity sensors require a metal target and emit an electromagnetic field. When there is a
change in the field or return signal the switch closes. The detection range is 8mm.
The "Winch Parked" proximity sensor signal changes when the

winch ball is fully raised and prevents continued actuation of the raise
function which could damge the winch rope or components.
The diagram above from the schematic and shows the connector number CMC2 and sensor part no.
The wire numbers, harness number, wire colour and wire gauge to the connector are listed.
The same proximity sensors are used in several places on the drill.
PROXIMITY SENSORS
Proximity Sensors as described on the previous page are installed in the following locations.
The "Pipe Safety Arm Parked" proximity sensor is

installed at the safety arm yoke. This sensor detects
when the pipe safety arm is closed or parked.
The detection range is 8mm.
Parked is the normal operating status. When the

pipe safety arm is not parked, drilling functions will
be interlocked.
The safety arm is opened to allow remove or replace

drill pipes, usually with the mast laying horizontal.
The pipe positioner is to support the drill pipe when

angle drilling or during pipe change operations.
Two proximity switches are mounted just below the

Pipe Positioner pivot. These two switches send a
signal when the pipe positioner is in the "Parked" or
"Engaged" position. There is no detection between
these two positions.
An automatic "retract" function is programmed in to

the depth system. If the pipe positioner is not in the
"parked" position, as the rotary head is lowered to a
set point the pipe positioner clamping jaw will open
and the swing function will "park" the assembly.
The two "Carousel Indexing" proximity sensors are

installed on top of the indexing mechanism.
These two sensor detect if the indexing mechanism

is in position to engage the indexing lock pin. The
indexing cylinder must be fully extended or retracted.
There is no "in between" detection.
If the indexing mechanism is not fully extended or

retracted, engagement of the indexing lock pin will
be interlocked.
PROXIMITY SENSORS
The two "Carousel Parked / Load" proximity sensors

installed on the mast detect the carousel position.
"Parked" is the normal drilling position where the

rotary head can be moved up and down the full
length of the mast without collision.
"Load" is the position required for pipe changing.
The rotary head must be raised above the "Head

Clear" position before the carousel can be moved
from the "Parked" position to the "Load" position.
When in the "Load" position, reduced feed pressure

is introduced to protect the carousel.
Two proximity sensors are installed below the

HOBO pivot and detect the HOBO position.
"Parked" is the normal drilling position where the

rotary head can be moved up and down the mast
without colliding with the HOBO.
These two sensors detect when the HOBO is in the

"Parked" or "Engaged" position. There is no detection
for in between these two positions.
When in the "Engaged" position, hoist and pulldown

is interlocked.
The "HOBB Engaged / Disengaged" proximity sensor

detects the HOBB position.
"Disengaged" is the normal drilling position where the

drill pipe can pass through the deck bush.
"Engaged" is the position for unscrewing bits or subs.
When in the "Engaged" position, The deck spanner

extend function is interlocked.
PROXIMITY SENSORS
The "Dust Curtain Raised" sensor detects if the dust curtain

is fully raised or not.
If the Dust Curtain is not raised tramming will be interlocked.
The "Ladder Raised" sensor detects if the boarding ladder

is fully raised or not.
If the ladder is not fully raised the tramming and jacking

functions will be interlocked.
The Mast Locks Engaged / Disengaged sensors detect the

position of the mast lock cylinders and locking pins.
There is no "in between" detection.
The locks must be disengaged to raise/lower the mast.
The mast locks must be Engaged if the rast is maised.
Drilling and tramming functions will be interlocked if the
mast is raised and the mast locks are not Engaged.
LEVEL SENSORS
The Coolant Level sensor is installed in the anti-cavitation tank

mounted above the cooler pack on the right hand side (cab side)
It is a three wire sensor that is

normally open. When the
coolant level drops below the
set point the switch closes.
The Water Tank Level sensor is installed in the top of the water tank
mounted on the deck. If the auxiliary water tank is installed instead of
a dust collector, the tanks are connected so the water level should
equalise
This is a resistive type sensor and should have 30 ohms resistance
when FULL, and 245.3 ohms resistance when EMPTY
The Fuel Tank Level sensor is installed in the top of the fuel tank
mounted under the engine / pump drive box. This is a resistive type
sensor and should have ZERO resistance when FULL, and 95 ohms
resistance when EMPTY
JACK SENSORS
Each of the four jacks has a "Limit SWitch" installed on the casing.
This switch is normally open and closes when the jack is fully raised.
If all jacks are not fully raised the Tram function will be interlocked.
The photo at left shows the jack in the fully raised position.
The striker arm roller contacts the inner jack tube which travels up and
down inside the outer jack tube as the cylinder extends & retracts.
Grease build up in this area can affect the operation of the limit switch so
excess grease should be cleaned away as required.
There are two pressure transducers installed in each jack

cylinder. These three wire sensors are very accurate and
measure the pressure at each end of the jack cylinder. This
data is used during the Auto Levelling process.
Also used to monitor the weight on each jack during the

drilling process. If pressure in one cylinder decreases or
increases significantly the drilling functions will be inter-
locked as stability has been affected.
This can happen if one jack pad sinks into soft ground after
the rig has been levelled. A stability warning will be displayed
and re-levelling is required before drilling can re-commence..
SENSORS
The Rotary Head Speed Sensor monitors the RPM of the drill pipe
using an inductive proximity switch. The switch opens and closes as
the teeth on a gear pass in close proximity to the face of the switch.
This frequency signal is sent to ECM 4 and used by the Logic Program
to ensure the drill pipe remains at the seed requested by the joystick
position.
The Depth Encoder is an inductive magnetic sensor that gets

mounted with a magnet that rotates as the Crown Sheave
Rotates. depth, Pipe In Hole function, Head Clear function,
etc.
The Carousel Rotation Sensor is required for autonomous

multi pass drilling. It monitors the rotational position of the
carousel. It works in conjunction with the pipe sensor (top
left) to determine if a pipes are present in each pot.
SENSORS
The Deck Wrench Cylinder has a linear transducer

installed that senses the position of the cylinder.
If the Deck Wrench Cylinder is not fully retracted

the HOBB extend function will be interlocked.
Pulldown pressure is reduced to 1000psi maximum.
The Hoist and Pulldown Cylinder lower end passes

through a cross member above the deck wrench.
The cylinder is secured by a large nut and washer.
A manifold is fitted to the end of the cyliner rod and

contains the feed counterbalance valve, Holdback
Pressure Transducer, pressure test port, and the
hose adaptor.
The pressure transducer monitors the pressure in

the pilot line to the Counterbalance valve.
The Mast Angle Encoder is attached to the end of

the mast pivot shaft and rotates through 90o as the
mast is raised from horizontal to vertical.
An adjustable linkage attached to the actuator arm

tuns the shaft as the mast is raised or lowered.
Accurate angle monitoring is required for the "Auto

Mast Raise" function.
-54- Module 10 - Electric Power System
SERV2107 - 03/18 SENSORS
The Hydraulic Oil Temperature Sensor is installed

in the front side of the hydraulic tank.
Oil temperature is monitored and a warning will be

activated at 90oC, and engine shutdown activated
at 100oC
The Hydraulic Oil Level Sensor is installed in the

front side of the hydraulic tank.
This is a normally closed sensor that opens when

the oil level falls below the switch level.
Engine shutdown should be activated if the switch opens.
The Drilling Air Pressure Sensor is installed in

the main air supply line, downstream of the main
air valve beside the pump drive shaft.
This sensor is supplied with 5 volts DC and sends

a voltage output signal from .5 volt - 4.7 volts
-55- Module 10 - Electric Power System
SERV2107 - 03/18 SENSORS
Two 40 bar (580 psi) pressure transducers

are mounted on the side of the receiver tank.
The upper transducer measures the "dry
side" air pressure and the lower unit
measures the "wet side" air pressure.
Test ports are installed for testing purposes.
A high differential (difference in pressure)

indicates that the element is blocked.
A warning will be activated at a differential of

69 kPa (10 psi).
These pressure transducers

receive a 5 volt DC supply
and send a variable output
signal from .5 volt - 4.7 volts
The Compressor Oil Pressure Manifold is

installed in the upper right corner of the
compressor control box.
This sensor p/no. 320-3065 is the same as

the above and installed in the manifold with a
pressure test port.
The signal comes from the compressor oil

distribution manifold.
On engine start-up the pressure is monitored

and provided the pressure is rising there will
be no warning activated.
Once the operating pressure is reached if the

oil pressure drops below 30 psi a warning will
be displayed across the warning screen.
If pressure drops below 20 psi the engine will
be shut down. (Low pressure compressor)
SENSORS
The Compressor Discharge Temperature Sensor is
installed in the discharge manifold.
It is a resistive type sensor and should have 1000

ohms resistance at 25oC and 68 ohms resistance at
100oC.
On low pressure units a warning should be activated

at 115ºC (239ºF) and shutdown the engine if the
discharge temperature reaches 121ºC (250ºF).
On high pressure units a warning should be

activated at ???ºC (???ºF) and shutdown the
engine if the discharge temperature reaches ???
ºC (250ºF).
The Compressor Oil Temperature Sensor is

installed in the Thermostatic Valve manifold.

ohms resistance at 25oC, 68 ohms resistance at
100oC, and 39 ohms resistance at 120oC.
The Interstage Temperature Sensor is installed in

the interstage transfer tube.

ohms resistance at 25oC, 68 ohms resistance at
100oC, and 39 ohms resistance at 120oC.
SENSORS
The Central Lube Level

Sensor is installed in the
Central Lube tank.
It is a resistive type sensor

with a float that moves up
and down a tube which has
a series of internal resistors.
The sensor has 243 ohms

resistance to earth when
empty, & 33 ohms resistance
to earth when Full.
The Hammer Oil Level sensor p/no. 284-1598 is

installed in the Hammer Oil tank and the same as the
sensor above, used in the Central Lube Tank.
Two Main Pump Pressure Transducers p/no. 349-1178

are installed in each of the main pumps.
These sensors have a variable (PWM) output signal of

500Hz (frequency).
The specifications for all sensors can be found on EPIX

SENSORS
The Electronic Pressure Over-Ride (EPOR)

valve is installed on the underside of each of
the main pumps.
The EPOR must be energised to allow the

pump to load.
The Auxiliary Pressure Transducers p/no.

349-1178 is installed in a manifold adjacent
to the pump drive box.
This sensor has a variable (PWM) output

signal of 500Hz (frequency).
The Machine Level Transducer part number

334-1658 is fitted on the floor in the corner
of the electrical cabinet in the cabin.
This transducer communicates on the CAN

BUS circuit.
PURPOSE REVIEW

Electric Power System.
59
REASON REVIEW

Electric Power System in order to provide effective
satisfaction.
60

least 80% accuracy.
61
You are able to:

Electric Power System components
Electric Power System service points
Rotary Drill Electric Power System
62
MD6250 & MD6310
Cat ET & Configurations
Roberto Garcia
1
J1939 CAN A
J1939 CAN B
J1939 CAN C
Rotary Drill with Autonomy A-Stop
J1939 CAN B
Ethernet
PPS
Perception
A-Stop
Transmitter
SAT RADIO A-Stop A-Stop

CELL RADIO Antenna
Receiver
A5N6 A5N6
Perception 2 Perception 1
USB USB
A-Stop A-Stop
Terrain Att. Antenna Receiver
Config RS232
Config RS232
Ethernet
Radio Cab
Service
Interconnect for
factory service Port
Telematics Terrain Att.
A6N2
A5N2 Router
Camera
2w
MS992 GPS
Lidar #2 Lidar #1 A5N0 Switch Slave
2w Main 1 2w Main 2
MS992 GPS
Master
A5N6
USB Autonomy /
POSE
IMU
Electronic Compressor
MineStar
Mine Network A4N4 DIM
Server
A6N2 Engine
Control
S-ADS
Master
A5M6
Off Board
Slave 1
A5M6
GPS
ADS Service
Vision Slave 2
A5M6
A5N0 Switch
Site
Camera Slave 3
A5M6
Autonomy A5N0 Switch
Lights
Ethernet Slave 4 RC
Radio A5M6 Control
Slave 5
A5M6
Depth Sensor
E-box Base Machine

Caterpillar: Confidential GREEN
Service
Port
Gen2
Caterpillar: Confidential Green A-CAM
Vision Telematics ECM Service Connector A5:N6 MCM
Display J4:7 J2:67, J2:68 J2:56, J2:70
41 J3:5 C
42 J3:4 D J4:8
Term Res Internal Cab/External Cab
115
116
Display 2 Display 1
J1:41 J1:41
J1:42 J1:42 Seat/External Cab
51
ADS ARO 52
5 6 7 8 9 10 11 12 53
54
A-Stop Receiver
8
Electrical Box/RH Frame RH Frame/External Cab 9
75 36
To sheet 2
76 37

Aux Module 4 Aux Module 1 Service Connector Aux Module 2 Aux Module 3
J2:67, J2:68 J2:56, J2:70 J2:67, J2:68 J2:56, J2:70 C J2:67, J2:68 J2:56, J2:70 J2:67, J2:68 J2:56, J2:70
D
To sheet 1
Engine ECM
J1:50
J1:34
Engine/Front Chassis Front Chassis/Electrical Box

12 86
13 87
14 88
15 89
Dust Suppression
3 4
LH Chassis/Rear Chassis Rear Chassis/Electrical Box
34 72
35 71
68 115
To sheet 3
67 116

IMU Aux Module 5
C J2:56
D J2:70
Electrical Box/Valve Harness Valve Harness/Mast Flex Mast Flex/Mast Harness Term Res
44 35 35
To sheet 2
45 36 36

Ethernet Connection v. Comm Adapter

Connecting to ET
Click here to connect
Connected Status (will disconnect if clicked)

Take PSR

Checking IP Addresses
For Ethernet Connection, I am using my etherent port on

my PC. If your ethernet connection is via the usb
connectionuse the Realtek

Data Logger
Data logging

Active Codes/Problems

Active Events

Status Flags

Configurations
• Connect via the comm adapter

• Go to Configuration Page in ET

Machine Configurations

Configurations

Configurations
• Clean Pulse Drilling Active Duration -> This is the air on time while drilling
• Clean Pulse Duration -> This is the air on time while not drilling
• Filter Clean Cycles Configuration (2-100) -> # of cycle to be performed while
non-drilling
• Ex: Filter Clean Cycles = 4, Air Filters =4: will sweep through the 4
filters 4 times after drill air is turned off
• Clean Cycle Wait Period -> Time Between closing, purging filter, & opening
• Number of Dust Collector Air Filters (2,4,6) -> # of filters in dust collector

Cat Electronic Technician 2018B v1.0-B7 (Build 1949) -
Configuration

Configurations
• You select the number of pipes that the carousel can hold

Configurations

Configuration

Configurations
Auto Lube Interval -> how long between lube is activated

Configurations

Configurations
• Enables Attachments
• SHIPPING MODE

Configurations
• System Configuration Code (1-9) See next slide

• Regulation Type(Pneumatic, Electric) -> Control Type
• Low Air Level Setting -> low set point
• Medium Air Level Setting(must between low & high) -> middle set point
• High Air Level Setting -> high set point
• EX: 350 PSI Compressor, High Air Level:100% -> high set point is 350 PSI

Configurations
Values
MD6250 MD6310
1 = 125 psi comp 4 = 110 psi comp
Configurations
• Currently all systems are pneumatic

Configuration

Configurations

Configurations

Flashing
Select Which ECMs to Flash ->

Flashing (Cont.)
ECMs with selected Software
Select Order of Flashing ->

Flashing in Progress

Flashing Slaves & Master
->USE Com Adapter J1939
• Slave 5,4,3,2,1 then Master MASTER

• Master controls main power relay
Slave
– YOU WILL LOSE CONNECTION
WITH SLAVES IF MASTER IS
FLASHED BEFORE A SLAVE & Slave
FLASHING WILL BE ABORTED ->

Cause Blanking of ECMs
• Blanked ECM = A VERY BAD DAY Slave
• Turn OFF Main Power Disconnect
for 10 sec so ECMs can boot with Slave
new software

Flashing Displays->use ethernet
• Tram/Drill Display: Loc 6

• Interlock Display: Loc 5
• Vision Display: Loc 3
• Order doesn’t matter

• “Not Programmed”
-> known SW bug
• After Flashing: Perform 2 key cycles (for ethernet)

– Leave OFF for 2 minutes, ON for 1 minute

Watch Your Loc Codes!!!
There are 2 #1’s, 2 #3’s,& 2 #5’s
ECM
DISPLA
Y
DISPLA
Y
ECM
ECM
ECM


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GLOBAL DEALER LEARNING

MD6250 Rotary Drill

Safely Home. Everyone. Every Day.™

This course is designed to introduce you to the major

This training is necessary for you to gain knowledge

At the completion of this course, you will be able to

Upon completion of this MD6250 Rotary Drill course,

Variable volume control is available for all compressor options.

A full description of MD6250 specifications/options follows in Specalog AEHQ7996.

Caterpillar: Confidential Yellow

Description Basic Specs (continued)

Engine Choices Receiver Tank Choices

Frame and Work Deck Hydraulics

Operator Environment Operating System Controls (Standard)

Dust Control Choices Safety and Security

11.2 m (36.7 ft) Mast 13.6 m (44.6 ft) Mast

MD6250 Configuration Choices

MD6250 Configuration Choices

Mandatory Choices (continued)

MD6250 Factory Options

The MD6250 Rotary Drill has several unique safety considerations.

While in the manufacturing area or when on or around the MD6250 PPE is

Battery Disconnect Box Components:

A Front Dust Curtain Lifter is not visible in this image.

Three E-Stops are located on the platform level of the drill:

An E-Stop is also located in the Operator's Station on the Left Console.

If approaching a rotary drill in a production environment assume that the driller is

FRONT CAMERA (1)

LEFT SIDE CAMERA (2)

Visibility is restricted when the operator is seated in the normal position.

LEFT SIDE VIEW COMPONENTS

MD6250 Rotary Drill

Safely Home. Everyone. Every Day.™

This module is designed to introduce you to the major

This training is necessary for you to gain knowledge

At the completion of this course, you will be able to

Upon completion of this MD6250 Rotary Drill

Operator Environment Operating System Controls (Standard)

The cabin is Falling Object Protection System (FOPS) rated.

The Operator’s Station is mounted to the Mainframe by four neoprene Isolation

Maintenance of the HVAC unit is covered in the Service Manual.

• Operator’s Seat (1) • Drill System Monitors (7)

Caterpillar: Confidential Yellow

Operator’s Seat Adjustment Controls and Features:

Depending on the type of Operator’s Seat installed some functions and/or

Heater and Air Conditioner Control Components:

For defogging or defrosting functions activate the Air Conditioning System by

To defrost the Operator’s Station windows adjust the Temperature Control to a

Advanced Operator’s Station Pressurization is standard on all MD6250 Rotary

Advance Operator’s Station Monitor System Components:

Advance Operator’s Station Pressurization Operation:

Calibration and System Reboot/Reset

The Operator’s Station Pressure Monitor system is calibrated at the factory.

System Reboot/Reset Procedure

The Operator’s Station Pressure Monitor System is a computer controlled

Left Console Components:

Left Keypad (3): Will be discussed in the following pages.

Left Joystick (4): Will be discussed in the following pages.

Left Keypad Buttons:

Auxiliary 2 Button (5): Accommodates the use of an auxiliary function.

Auxiliary 1 Button (6): Accommodates the use of an auxiliary function.

Right Console Components:

Right Keypad (3): Will be discussed in the following pages.

Right Joystick (4): Will be discussed in the following pages.

Right Keypad Buttons: