Manual de Operación, Seguridad y Mantenimiento PDF

Atlas Copco
Drilling Solutions
Operating, Safety and Maintenance Manual

MODEL: DM45SP, DMLSP
Atlas Copco
2100 North First Street
Garland, Texas, 75040
(972) 496--7400
Read this manual before operating or servicing this equipment.
This manual contains important safety information.

Do not destroy this manual.
This manual must be available to personnel who operate and maintain this machine.
Safety, Operation and Maintenance
DM45SP/DMLSP
TABLE OF CONTENTS
SECTION 1 -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
1.1 -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--3

HOW IS THIS MANUAL ORGANIZED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--4
Where To Find Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--4
PROCEDURE WHEN RECEIVING THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--5
IDENTIFICATION DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--5
Drill Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--6
Engine Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--6
Instruction Manual Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7
DRILL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
Main Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
Drill Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--8
Tramming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Operator’s Cab and Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Gradeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Standard Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--10
SECTION 2 -- SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
2.1 -- SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3

GENERAL SAFETY AND HEALTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3
Safety And Health Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4
Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4
2.2 -- SAFETY PRECAUTIONS AND GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5
WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6
DRILL APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7
Designated Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7
Non Designated Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7
SELECTION AND QUALIFICATION OF PERSONNEL . . . . . . . . . . . . . . . . . . . . . 2--8
GENERAL GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9
GENERAL RULES FOR MID--RANGE SP DRILLS . . . . . . . . . . . . . . . . . . . . . . . . . 2--10
PRE--START INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11
OPERATION SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12
Starting Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13
Electrical Power Line Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
Operating Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14
Drilling Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15
Propelling (Tramming) Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
Stopping And Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16
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MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17

Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--19
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--19
Wire Rope & Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--20
HYDRAULIC MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--20
Cylinder Repairs Or Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--21
Pumps And Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--21
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--21
Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--21
Coolers And Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--21
Guards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--22
WARNING OF SPECIAL DANGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--23
Overhead Electric Wires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--23
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--23
Grade Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--23
TRANSPORTING AND TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--24
2.3 -- SAFETY DECALS & NAMEPLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--25

DECALS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--25
Safety Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--26
Console Nameplates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--33
2.4 -- HAZARDOUS SUBSTANCE PRECAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--35
2.5 -- SYMBOL IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37
SECTION 3 -- SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
3.1 -- SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3

DRILL APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3
Designated Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3
Non Designated Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3
GENERAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--4
OPERATIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
Ambient Temperature Range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
Ground Pressure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
Operating Conditions For Stability: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--5
Sound Pressure Limitations (EEC Requirement): . . . . . . . . . . . . . . . . . . . . . . . 3--5
Vibration Exposure Limitations (EEC Requirement): . . . . . . . . . . . . . . . . . . . . . 3--5
STANDARD EQUIPMENT AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 3--6
MAIN FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--7
LEVELING JACK SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--7
UNDERCARRIAGE AND PROPEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--7
Undercarriage And Propel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--8
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TOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--8
Tower Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--9
Kelly Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--9
ROTARY TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--9
Rotary Table Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
Feed Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--10
POWER PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--11
Low Pressure Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--12
High Pressure Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--12
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--12
Cat Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--12
Cummins Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--13
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--13
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--13
Double Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--14
Feed Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--14
Rotary Table Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--15
Propel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--15
Fan Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--15
Auxiliary Hoist Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--15
Dust Collector Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--16
Water Injection Pump Motor (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--16
Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--16
Leveling Jack Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--16
Tower Raising Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--17
Tower Pinning Cylinder(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--17
Auxiliary Breakout Chain Wrench Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--17
Telescopic Curtain Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--18
Dust Flap Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--18
Air Throttle Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--18
DUST COLLECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--19
Dust Collector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--19
OPERATOR’S CAB AND CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
Operator’s Cab Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
Torque Limit Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
NIGHT LIGHTING SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--20
STANDARD TOOLS MANUALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
DIMENSIONS AND WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--21
OPTIONAL EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
Central Lubrication Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
Central Service System Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
Cold Weather Starting Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
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OPTIONAL EQUIPMENT (continued)

Cold Weather Package Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--22
DHD Injection Lube Option For Hp Drills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
Dust Control, Water Injection Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
Fire Suppression System Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
Language Nameplates Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--23
SECTION 4 -- OPERATING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
4.1 -- OPERATING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3

OPERATOR’S CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3
DRILL/FEED FUNCTIONS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
(1) Controller -- Chain Wrench . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
(2) Control -- Torque Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
(3) Controller -- Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
(4) Controller -- Drill Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
(5) Controller -- Drill Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
(6) Rotary Switch -- Drill Feed Force Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
GAUGES PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
(7) Gauge -- Bit Air Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
(8) Gauge -- Supercharge Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
(9) Gauge -- Rotation Pump Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
(10) Gauge -- Pulldown Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--7
(11) Gauge -- Rotation Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--7
ENGINE FUNCTIONS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--7
(12) Button Switch -- Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
(13) Gauge -- Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
(14) Gauge -- Discharge Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
(15) Gauge -- Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
(16) Gauge -- Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
(17) Gauge -- Engine Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--9
(18) Gauge -- Tachometer/Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--9
(19) Switch -- Engine Speed Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--9
(20) Key Switch -- Electrical System “ON/OFF” . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
(21) Button Switch -- Engine Fuel Primer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
(22) Button Switch -- Engine Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
(23) Button Switch -- Ether (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
(24) Button Switch -- Engine Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--11
(25) Toggle Switch -- Drill Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--11
(26) Toggle Switch -- Tram Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--11
(27) Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--11
(28) Toggle Switch -- Engine Preheater (Option) . . . . . . . . . . . . . . . . . . . . . . . . 4--11
(29) Indicator Light -- Engine Preheater (Option) . . . . . . . . . . . . . . . . . . . . . . . . 4--12
(30) Button Switch -- Warning Lights Test (Option) . . . . . . . . . . . . . . . . . . . . . . 4--12
(31) Switch -- Rear Windshield Wiper Selector (Option) . . . . . . . . . . . . . . . . . . 4--12
(32) Switch -- Front Windshield Wiper Selector (Option) . . . . . . . . . . . . . . . . . . 4--12
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ENGINE FUNCTIONS PANEL (continued)

(33) Indicator Light -- Tower Unpinned Warning . . . . . . . . . . . . . . . . . . . . . . . . . 4--12
(34) Toggle Switch -- Tower Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--12
(35) Switch -- Diagnostics Selector (Drills with ECM) . . . . . . . . . . . . . . . . . . . . 4--12
(36) Indicator Light -- Engine Fault Diagnostic I (Drills with ECM) . . . . . . . . . . 4--13
(37) Switch -- Diagnostics Increment/Decrement Selector . . . . . . . . . . . . . . . . 4--13
(38) Indicator Light -- Engine Fault Diagnostic II (Drills with ECM) . . . . . . . . . 4--13
(39) Data Link Socket (Drills with ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--13
(40) Indicator Light -- Engine Fault Diagnostic III (Drills with ECM) . . . . . . . . 4--13
COMPRESSOR FUNCTIONS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--14
(41) Regulator -- Air Pressure (HP Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--14
(42) Regulator -- Compressor Volume Control (HP Only) . . . . . . . . . . . . . . . . . 4--14
(43) Toggle Switch -- Compressor ON/OFF (HP Only) . . . . . . . . . . . . . . . . . . . 4--14
(44) Control Lever -- Compressor Cold Start (HP Only) . . . . . . . . . . . . . . . . . . 4--14
(44) Low Pressure Compressor Control Lever (LP Only) . . . . . . . . . . . . . . . . . 4--14
TRAM FUNCTIONS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--15
(45) Controller -- Tower Raise/Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--15
(46) Indicator Lights -- Leveling Jacks Retracted . . . . . . . . . . . . . . . . . . . . . . . . 4--16
(47) Controller -- Rear Leveling Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--16
(48) Controller -- Cab Side Leveling Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--16
(49) Controller -- Dust Collector (DC) Side Leveling Jack . . . . . . . . . . . . . . . . . 4--16
(50) Rotary Switch -- Propel/Drill Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . 4--16
(50) Rotary Switch -- Remote Tram/Propel/Drill Selector (Option) . . . . . . . . . 4--17
(51) Controller -- Left Track Propel (Tram) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--17
(52) Controller -- Right Track Propel (Tram) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--17
(53) Controller --Dust Curtain UP/DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--18
(54) Rotary Switch -- Water Injection Flow Control (Option) . . . . . . . . . . . . . . . 4--18
(55) Rotary Switch -- Water Injection/Dust Collector Selector . . . . . . . . . . . . . 4--18
OPERATOR’S CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--18
(56) Bubble Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--18
(57) Control -- Heat/Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--18
(58) Toggle Switch -- DHD Lubricator (HP Only) . . . . . . . . . . . . . . . . . . . . . . . . 4--19
(59) Indicator Light -- DHD Lubricator (HP Only) . . . . . . . . . . . . . . . . . . . . . . . . 4--19
(60) Inclinometers (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--19
(61) Compartment -- Instruction Manual Storage . . . . . . . . . . . . . . . . . . . . . . . . 4--19
(62) Seat -- Operator’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--19
NON--CAB CONTROLS & INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--20
(63) Control Unit -- Remote Propel (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--20
(64) Gauge -- Hydraulic Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
(65) Gauge -- Hydraulic Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
(66) Isolation Switch -- Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
SECTION 5 -- OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1
5.1 -- OPERATING SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--3

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5.2 -- WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5

WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
Hydraulic System Oil Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
Compressor System Oil Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5
Check for Coolant System Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
Check for Fuel System Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
General Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
Operator’s Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--6
5.3 -- PRELIMINARY START INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--7

PRE--START INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--7
Check Engine Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--7
Check Engine Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--7
Check Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--8
Drain Fuel Filter / Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--8
Check Compressor Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--8
Drain Receiver Tank Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--8
Check the Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--9
Pump Drive Gearbox Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--9
Check Hydraulic Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--9
Operator’s Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--10
PRE--OPERATION CONTROLS INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--11
Warning Controls Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--11
5.4 -- ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--15

STARTING ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--15
Engine Starting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--15
Start Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--16
Compressor Cold Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--17
Ether Cold Start Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--18
VERIFY GAUGES & CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--18
Engine Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--19
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--20
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--20
STOPPING ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--21
EMERGENCY SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--22
STARTING AND STOPPING HINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--22
5.5 -- COMPRESSOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23

LOW PRESSURE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23
Start Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23
Run Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23
To Stop Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23
HIGH PRESSURE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--24
Start Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--24
Run Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--24
To Stop Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--24
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5.6 --PROPEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--25

RECOMMENDATIONS AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--25
Backup Alarm Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--25
Brake System Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--25
Propel (Tramming) the Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--26
Stopping Drill Propel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--27
5.7 -- DRILL SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--29

DRILL SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--29
Prepare Drill and Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--29
Leveling the Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--29
Raising the Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--30
Tower Pinning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--30
Tower Lowering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--31
OverPressure Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--31
Over Pressure Control Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--32
5.8 -- ROTARY DRILLING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--33

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--33
Rotary Drill String Tools and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--33
Add Lower Sub to Kelly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--35
Install Rotary Bit (Tricone) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--35
Rotary Drilling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--35
Rotary Bit Changing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--37
5.9 -- DHD DRILLING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--39

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--39
Downhole Drill String Tools and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--39
DHD PROCESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--41
Install DHD to Kelly Lower Sub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--41
DHD Button Bit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--41
DHD Drilling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--43
Removing DHD from Kelly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--44
Bit Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--45
Removing Bit from DHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--45
DHD Drilling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--46
General Drilling Hints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--47
5.10 -- STOPPING, PARKING & SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49

STOPPING, PARKING & SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49
Stopping the Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49
Parking the Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49
Normal Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--50
Daily Precautions After Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--51
Mounting and Dismounting of Equipment and Attachments . . . . . . . . . . . . . . 5--51
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5.11 -- TRANSPORTING THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53

TRANSPORTATION PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53
Drill Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53
Loading Drill by Drive On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--54
Loading Drill with Lifting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--54
Tie Down Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--55
5.12 -- TOWING THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--57

GENERAL TOWING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--58
Towing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--59
5.13 -- SPECIAL CONDITIONS OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61

SPECIAL CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Cold Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Hot Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Water and Muddy Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Dusty Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
High Altitude Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
Preservation & Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61
SECTION 6 -- MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
6.1 -- MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3

GENERAL MAINTENANCE SAFETY AND HEALTH . . . . . . . . . . . . . . . . . . . . . . . 6--3
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--4
Fluid Penetration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--4
Lines, Tubes and Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--4
Burn Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--4
Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
Fire or Explosion Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--6
Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--7
Crushing or Cutting Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--7
Mounting and Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--7
Before Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--8
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--8
Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--9
Engine Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--9
GENERAL MAINTENANCE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--9
6.2 -- MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--11

MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--11
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6.3 -- FILL CAPACITIES/LUBRICANTS/FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--15

HAZARDOUS SUBSTANCE PRECAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--15
LUBRICATION TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--17
Service Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--17
FILL CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--18
AW32 HYDRAULIC OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--19
Hydraulic Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--19
LUBE VISCOSITY GRADE COMPARISONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--20
COMPRESSOR FLUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--21
LUBRICANT OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--21
Rotary Table Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--21
Pump Drive Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--21
FINAL DRIVE LUBRICATING OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--22
Normal Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--22
Severe Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--22
Oil Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--22
HOIST/WINCH LUBRICANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--23
WATER INJECTION PUMP LUBRICANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--23
EXTREME PRESSURE MULTIPURPOSE GREASE . . . . . . . . . . . . . . . . . . . . . . . 6--24
Central Lube System Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--24
Multi--Purpose Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--25
ENGINE LUBRICATING OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--25
COOLANT SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--26
FUEL OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--27
Cummins Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--27
CAT Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--28
6.4 -- MAINTENANCE AS REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--29

INITIAL BREAK--IN MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--30
Check Wheel Nuts Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--30
SERVICE AS REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--30
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--30
Air Cleaner Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--31
Connections and Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--31
Empty Dust Cups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--32
Air Cleaner Pre--Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--33
Check Cleaner Rain Guard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--33
Air Cleaner Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--34
Air Cleaner Service Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--36
CLEAN THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--37
LOOSE BOLTED CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--37
PULLDOWN CHAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--37
Adjust Pulldown Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--37
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CABLE & WIRE ROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--38

Replacement Guideline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--38
Cable Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--39
Wire Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--39
Wire Rope Clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--40
Wire Rope Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--42
GREASE DRUM OPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--43
Change Grease Drum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--43
COMPRESSOR AIR HOSES AND CLAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--43
6.5 -- MAINTENANCE (8--10 HOURS OR DAILY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--45

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--47
Air Cleaner Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--47
Connections and Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--47
Empty Dust Cups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--48
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--49
Engine Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--51
ENGINE BELTS & TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--51
Belt Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--52
Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--53
QSK19 ENGINE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--54
QSK19 Engine Alternator Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--54
Water Pump Drive Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--55
QSX15 ENGINE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--55
QSX15 Automatic Belt Tensioner Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--56
CAT ENGINE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--57
Belt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--57
ENGINE FUEL/WATER SEPARATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--58
QSK19 Fuel/Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--58
CAT Fuel/Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--60
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--61
Radiator Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--61
Cooling System Sealing Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--62
Cooling System Soluble Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--62
Clean Radiator & Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--63
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--64
Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--64
RECEIVER SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--65
Drain Water from Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--65
Check Compressor Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--65
Receiver Separator Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--66
HYDRAULIC RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--67
HYDRAULIC OIL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--68
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ROTARY TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--68

Rotary Head Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--68
Swivel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--69
MANUAL LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--69
LUBE MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--69
Bank 1 (Tower Grease Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--70
Bank 2 (Main Frame Grease Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--70
CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--70
HOIST (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--71
DRIVESHAFT U--JOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--71
DUST COLLECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--72
Dropout Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--72
Suction Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--73
Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--73
Filter Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--73
Rod Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--73
CLEAN THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--74
6.6 -- MAINTENANCE (50 HOURS OR WEEKLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--75

BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--76
Electrolyte Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--76
Battery Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--76
PUMP DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--77
Check Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--77
TRACK GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--78
Check Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--78
TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--79
Check Track Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--79
Track Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--80
AUXILIARY HOIST (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--81
Wire Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--81
Periodic Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--82
6.7 -- MAINTENANCE (100 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--83

Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--84
Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--85

CUMMINS ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--88
ENGINE LUBRICATING OIL AND FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--89
Drain the Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--89
Replace Engine Oil Filter(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--90
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Fill the Engine Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--92
Replace Fuel Filter(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--93
Engine Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--95
Remove Engine Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--95
Install Engine Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--96
Check Engine SCA Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--98
CAT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--99
ENGINE LUBRICATING OIL AND FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--100
Drain the Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--100
Replace Engine Oil Filter(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--101
Fill the Cat Engine Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--102
Cat Secondary Fuel Filter(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--103
Replace CAT Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--105
Engine SCA Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--105
Engine Valve Lash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--106
TRACK PLANETARY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--107
Change Initial Track Planetary Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--107
Wire Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--108

CAT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--110
Primary Fuel Filter/Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--110
Replace the Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--111
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--113
Batteries, Clamps & Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--113
Electrolyte Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--114
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--114
Fuel Tank Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--114
Fuel Priming Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--114
Hydraulic Tank Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--115
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--115
Compressor Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--115
Change Compressor Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--116
Change Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--117
WATER INJECTION PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--118
Change Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--118
Cable/Rope Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--120
COMPRESSOR AIR HOSES AND CLAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--120
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6.10 -- MAINTENANCE (1000 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--121

RECEIVER SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--122
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--122
HYDRAULIC OIL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--123
Main Return Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--123
Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--125
Change Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--126
ROTARY TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--128
Change Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--130
Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--131

QSX15 ENGINE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--134
Maintenance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--134
Automatic Belt Tensioner Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--134
QSX15 FUEL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--136
Remove Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--136
Install Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--136
QSX15 COOLANT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--138
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--138
Remove Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--138
Install Coolant Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--139

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--142
Primary and Safety Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--142
COMPRESSOR DISCHARGE HOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--143
ENGINE BELTS AND TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--143
ENGINE VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--143
TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--144
Change Initial Track Planetary Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--144

ENGINE COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--146
Drain Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--147
Flush Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--147
Fill the Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--148
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Change Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--152
6.15 -- TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--155

STANDARD TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--155
Head Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--155
Recommended Torques in Ft/Lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--156
Recommended Torques in N--m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--157
SECTION 7 -- SYSTEMS & TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--1
7.1 -- TROUBLESHOOTING (GENERAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--4
Electrical Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--4
Mechanical Hydraulic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--5
Mechanical Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--5
Operator Observed Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--5
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--5
7.2 -- ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--7

ELECTRICAL SYSTEM INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--8
Cummins Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--8
CAT Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--8
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--10
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--10
Fusible Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--10
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--11
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--11
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--11
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--11
Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--11
Tachometer / Magnetic Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--12
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--12
Emergency Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--14
CAT ENGINE ELECTRONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--14
CAT MONITORING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--14
CAT SENSORS AND ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 7--15
Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--15
Coolant Temperature Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--15
Coolant Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--16
Engine Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--16
Fuel Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--17
Fuel Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--18
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TABLE OF CONTENTS
CAT SENSORS AND ELECTRICAL COMPONENTS (continued)

Air Inlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--18
Atmospheric Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--19
Turbocharger Outlet Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--20
Engine Monitoring and Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--21
Speed Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--21
Failure of the Speed--Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--22
Engine Speed Governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--22
ENGINE DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--22
Self--Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--22
Scroll Toggle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--23
Diagnostic Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--23
Diagnostic Flash Code Retrieval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--23
Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--26
Fault Logging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--27
Engine Operation with Active Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . 7--27
Engine Operation with Intermittent Diagnostic Codes . . . . . . . . . . . . . . . . . . . . 7--28
CUMMINS ENGINE ELECTRONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--28
QSK19 ENGINE SHUTDOWN DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--29
Compressor Discharge Temperature Switchgage . . . . . . . . . . . . . . . . . . . . . . . 7--29
Water Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--29
Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--30
QSX15 ENGINE SHUTDOWN DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--30
Compressor Discharge Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--30
Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--31
Water Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--32
QSK19 ENGINE PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--32
QSX15 ENGINE PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--33
INDICATOR LIGHT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--34
Bright Red Indicator Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--34
Yellow Indicator Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--34
Red Indicator Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--35
QSK19 DIAGNOSTIC FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--35
Diagnostic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--35
Incremental Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--35
Finding Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--35
QSX15 DIAGNOSTIC FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--36
Engine Protection System Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--37
Diagnostic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--37
Incremental Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--38
Finding Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--38
READING FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--39
Fault Code Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--39
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CUMMINS FAULT CODE TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--41

Bright Red Light (Engine Protection ) Fault Codes . . . . . . . . . . . . . . . . . . . . . . 7--41
Yellow Light Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--41
Red Light Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--43
No Fault Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--44
ELECTRIC LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--45
ELECTRICAL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--47
QSX15 WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--50
7.3 -- OPERATOR OBSERVED PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--57

OPERATOR OBSERVED PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--57
7.4 -- PNEUMATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--59

PNEUMATIC SYSTEM INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--59
COMPRESSOR FIRE PREVENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--60
7.5 -- LOW PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--61

LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--61
LUBRICATION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--61
Receiver -- Separator Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--61
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--61
Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--62
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--62
Mixing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--62
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--62
Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--63
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--63
Discharge Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--63
Oil Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--64
SEPARATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--65
REGULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--67
REGULATION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--67
Inlet “Butterfly” Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--67
Orifice in Inlet Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--68
Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--68
Blowdown Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--69
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--70
Minimum Pressure Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--70
Safety Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--70
100 psi Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--71
Air Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--71
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--71
LP Compressor Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--71
Start Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--72
Run Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--73
Stuck Bit Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--74
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COMPRESSOR RELATED PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--75
7.6 -- HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--77

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--77
LUBRICATION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--77
Receiver -- Separator Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--77
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--77
Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--78
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--78
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--78
Mixing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--78
Relief Valve / Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--79
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--79
LUBRICATING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--81
SEPARATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--83
REGULATION SYSTEM--HIGH PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--85
REGULATION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--85
Inlet “Butterfly” Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--85
UL88 Unloader Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--85
ON--OFF Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--87
50 psi Relief Valve / Orifice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--88
100 psi Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--88
Volume Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--89
Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--90
Anti--Rumble Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--91
Blow Down Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--92
Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--92
Quick Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--93
Minimum Pressure Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--94
Safety Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--95
Drill Air Throttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--95
Service Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--96
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--96
Regulation System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--97
SHUTDOWN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--99
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--100
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--100
Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--101
Shutting Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--101
AIR PRESSURE REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--102
Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--102
Increasing Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--103
Decreasing Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--103
COMPRESSOR RELATED PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--104
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7.7 -- HYDRAULIC SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--105

FLUID POWER SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--105
Line Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--105
Crossing Line Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--105
Joining Line Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Flexible Line Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Arrow Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Tank or Reservoir Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Fluid Container Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Oil Filter / Oil Cooler Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--106
Accumulator Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--107
Restrictor Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--107
Cylinders Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--107
Activating Device Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--107
Pump and Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--108
Pump Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--108
Fixed Displacement Unidirectional Pump Symbol . . . . . . . . . . . . . . . . . . . . . . . 7--108
Fixed Displacement Bidirectional Pump Symbol . . . . . . . . . . . . . . . . . . . . . . . . 7--108
Variable Displacement Pump Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--108
Hydraulic Motor Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--109
Instrument Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--109
Valve Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--109
Three Position “4 Way” Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--110
Arrows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--110
Forward Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--110
Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--111
Reverse Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--111
Valve Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--111
Series Parallel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--112
Manual On--Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--112
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--112
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--113
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--113
Pilot Operated Lock Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--113
Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--113
Overcenter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--114
7.8 -- HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--115

HYDRAULIC SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--115
7.9 -- PROPEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--117

PROPEL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--117
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--117
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--117
Propel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--120
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Propel Motor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--120
Diverter Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--121
Diverter Valves Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--121
Propel/Drill Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--122
Drill/Propel Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--122
Loop Filling/Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--124
Loop Flushing Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--125
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--125
Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--127
Oil Path Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--127
7.10 -- DRILL FEED AND ROTATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--129

FEED & ROTATION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--129
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--129
Rotation Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--129
Rotation Motor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--130
Rotation Motor Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--130
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--130
Remote Compensator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--131
Over Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--132
FEED CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--134
Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--135
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--136
Drill/Propel Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--136
Loop Filling/Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--136
Over--Center Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--137
Compensator Control Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--137
Pulldown Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--137
Pulldown Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--138
Two Way Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--138
ROTATION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--138
Motor Displacement Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--140
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--140
Drill/Propel Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--140
Oil Path Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--141
Loop Filling / Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--141
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Torque Limit Control (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--142
Drill Feed Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--142
Over--Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--142
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--142
7.11 -- AUXILIARY FUNCTION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--145

AUXILIARY FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--145
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--145
Double Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--145
P1 Pump Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--146
P2 Pump Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--146
Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--146
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--147
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--147
Restrictor Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--148
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--148
Two Way Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--148
Holding Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--149
Pilot Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--149
6--SPOOL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--150
6--Spool Valve Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--154
9--SPOOL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--155
P2 Pump Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--156
Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--156
9--Spool Valve Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--157
7.12 -- COOLING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--159

COOLING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--159
Double Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--160
P1 Pump Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--160
P2 Pump Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--160
Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--160
Cooling Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--161
Fan Motor Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--161
Drain Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--161
Hydraulic OIl Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--161
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--162
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--162
Supercharge Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--162
7.13 -- ELECTRO--HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--163

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--163
GENERAL CONCEPTS AND TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--164
Current Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--164
Pulse Width Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--164
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Threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
Maximum Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
Dual Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
Single Coil Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
Dual Coil Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--165
DENISON 500 STROKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--166
Denison 500 Stroker Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--167
Adjustment Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--167
VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--168
Apitech Pulsars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--168
6--Spool Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--169
9--Spool Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--171
FEMA Pulldown / Holdback Control Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--172
CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--172
Pulldown Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--172
Water Injection Rotary Activated Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--173
LIMIT SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--174
RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--174
DPDT 24 VDC Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--174
TYPICAL COIL RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
Denison Stroker Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
Apitech Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
Fema Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
PROPORTIONAL REMOTE CONTROL OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . 7--175
CHECKING RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--176
CHECKING LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--176
CHECKING DIODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--176
7.14 -- EHC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--177

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--177
Jack Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--177
Hoist Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--177
Tower Raising Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--178
Chain Wrench Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--178
Water Injection Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--178
Dust Collector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--178
Dust Hood Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--179
Tower Pinning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--179
DRILL PROPEL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--179
DRILL FEED CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--180
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DM45SP/DMLSP
TABLE OF CONTENTS
ROTATION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--183

LP Drill Feed and Rotation Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--183
Feed Controller (HP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--184
Holdback Control (HP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--185
Rotation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--186
Torque Limit Control (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--186
7.15 -- EHC ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--187

EHC ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--187
Feed and Rotation Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--187
Propel Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--188
Auxiliary Function Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--189
Pulldown Force Rotary Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--190
7.16 -- ENGINE HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--193

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--193
TECHNICAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--194
PRINCIPAL OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--195
NORMAL OPERATING SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--199
Function and Component Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--200
TROUBLESHOOTING & REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--201
Function Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--202
Component Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--209
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--223
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--228
Operational Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--230
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--231
TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--238
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--238
Wiring & Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--239
Heater Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--239
To Set Clock -- Time & Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--240
To Set Single Timer Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--241
To Set Dual Timer Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--242
Manual & Timed Heater Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--244
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--245
7.17 -- TROUBLESHOOTING (DUST COLLECTOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--247

Dust Collector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--247
Upper Tap HIGH -- Lower Tap LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--248
Upper Tap HIGH -- Lower Tap HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--248
Upper Tap LOW -- Lower Tap LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--248
Dust Collector Trouble Shooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--249
Dust Curtain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--249
Fan Dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--250
Pulse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--250
Setting the Electric Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--250
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TABLE OF CONTENTS
7.18 -- WATER INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--251

CAT WATER INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--251
Installation & Startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--251
Inlet Condition Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--253
Diagnosis & Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--255
Servicing The Valve Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--258
Servicing The Valve Pumping Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--259
Servicing Sleeves and Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--260
Servicing Crankcase Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--261
Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--262
Manifold Torque Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--262
Pulse Pump Injection Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--263
BEAN WATER INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--265
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--265
Servicing Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--267
Servicing the Plunger Packings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--269
Servicing the Pump Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--270
Servicing the Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--271
Servicing the Crossheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--273
7.19 -- TROUBLESHOOTING (CENTROMATIC LUBE OPTION) . . . . . . . . . . . . . . . . . . . 7--275

Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--275
Typical System Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--276
Fill Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--277
Prime Feed Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--277
Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--277
Attach Air Motor to Pump Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--278
Failures without Alarm Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--279
Failures with Alarm Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--279
7.20 -- AIR HOSE CLAMP SELECTION AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . 7--281

SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--282
MSHA (Mine Safety and Health Administration) Regulations . . . . . . . . . . . . . 7--282
S.T.A.M.P.E.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--282
Force Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--283
GENERAL PREPARATION INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--284
DIXON DIAMETER TAPE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--285
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--285
BOSS CLAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--288
“Boss” Clamp Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--290
Criteria For Sufficient Fit of a Boss Clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--291
INSTALLATION OF BOSS 2 BOLT CLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--292
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--292
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DM45SP/DMLSP
TABLE OF CONTENTS

Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--293
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--294
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--295
Hydrostatic Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--296
Electrical Continuity Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--296
SECTION 8 -- GLOSSARY OF DRILLING TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--1
8.1 -- GLOSSARY OF DRILLING TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--3
xxiv 09/2005 Rev 001 Drilling Solutions

DM45SP/DMLSP
Section 1 --- INTRODUCTION
SECTION 1 -- INTRODUCTION
SECTION 1
INTRODUCTION
Drilling Solutions 09/2005 Rev 001 1 ---1

DM45SP/DMLSP
SECTION 1 -- INTRODUCTION
This page is intentionally blank.
1 ---2 09/2005 Rev 001 Drilling Solutions

DM45SP/DMLSP
1.1 -- INTRODUCTION
This Safety, Operation and Maintenance Manual has been developed to present the safety,
operations and preventive maintenance requirements for safe, effective operation of the
Drilling Solutions DM45SP and DMLSP Blasthole Drills.
The purpose of this manual is to provide the operator and site maintenance personnel with
the knowledge of the fundamental rules and criteria to be followed for on--site use and
maintenance of a DM45SP and DMLSP Blasthole Drill.
The operator and all maintenance personnel must read and fully understand this Safety,
Operation and Maintenance Manual before operating or servicing the drill. This manual
has been organized to present the safety precautions, operation requirements and
appropriate information needed to:
1. Safely operate the SP Blasthole Drill while achieving optimum production.
2. Understand the operating principle of each system associated with the SP Blasthole
Drill.
3. React effectively and safely to emergency and alarm conditions.
4. Perform the necessary pre--operational and post--operational checks on the drill.
Always keep the “Safety, Operation and Maintenance” manual on the drill and
available to the operator and helper.

DM45SP/DMLSP
1.1 -- INTRODUCTION
HOW IS THIS MANUAL ORGANIZED

Although there is a substantial amount of information contained in the manual, it has been
organized so that the reader can easily find the specific information needed.
The manual is divided into sections by information based on answers to the following questions:
1. What are the specific operator safety responsibilities? (See Section 2)
2. What are the specifications of the drill itself? (See Section 3)
3. What instruments and controls are used by the operator to operate and monitor the drill?
(See Section 4)
4. What are the operating capabilities and limitations of the equipment? (See Section 5)
5. What inspections are the responsibility of the operator, and when must they be made?
(See Section 6)
6. What should operator do when problems arise? What are the types of hydraulic, electrical
and compressor systems? What is the correct operator troubleshooting response? (See
Section 7)
7. What the various terms mean that are used in this manual? (See Section 8)
Where To Find Information

Each manual has a table of contents. If you are uncertain which section contains the information or
where the information is located within a particular section, the first step is to consult the table of
contents.
This Instruction manual consists of eight (8) sections:
Section 1 Introduction describing the drill
Section 2 Safety
Section 3 Technical Specifications
Section 4 Operating controls and instruments
Section 5 Operating Instructions
Section 6 Maintenance instructions
Section 7 Systems/Troubleshooting
Section 8 Glossary
If any part of this manual cannot be understood, contact your supervisor or local Drilling Solutions
Distributor. This is an essential condition for working safely with the drill.
The correct drill operation, use and regular maintenance are also essential elements to provide the
highest performance and safety.
NOTE:
The present manual is accompanied with an engine instruction manual. You are therefore advised
to follow the operation and maintenance instructions as specified in both the engine and drill
instruction manuals.

DM45SP/DMLSP
1.1 -- INTRODUCTION
These symbols call your attention to a

safety precaution. They mean:
WARNING!
BE CAREFUL!
IT CONCERNS YOUR SAFETY!
PROCEDURE WHEN RECEIVING THE DRILL
Your drill has been tested, accurately checked, and prepared for shipment. Every part of the drill,
including the detached parts, has been accurately checked before being shipped from the factory.
When you receive the drill, and before unpacking the equipment, check if damage has occurred
during transport and if any parts are missing.
Check the equipment by consulting the shipment documents.
If the goods are damaged, or if parts are missing, inform the freight agent as soon as possible. He
will inform you regarding how to proceed in order to make a complaint.
IDENTIFICATION DATA
An exact description of the model type and the serial number of your drill will facilitate fast and
efficient response from our parts and service support operations.
Always provide the model of your drill and it’s serial number when you contact the local Drilling
Solutions service or parts office.
We advise you to enter your drill data in the following lines to maintain drill and engine information:
Model
Drill Serial Number
Year of Manufacture
Engine (Mfg. and Type of Engine)
Engine Serial Number

DM45SP/DMLSP
1.1 -- INTRODUCTION
Drill Identification
Operator’s Console Standard Drill Identification Plate Identification Plate to meet

Figure 1.1---1 European Community (CE)
Figure 1.1---2 requirements
Engine Identification
The Cat engine number can be found The Cummins engine number can be
on the identification plate found on the identification plate
Refer to the engine operator’s instruction manual

for further information on identification information.
Figure 1.1---3
The engine identification number can be found on the engine identification plate (See Figure
1.1--3). The engine dataplate provides the model identification and other important data about the
engine. Refer to the engine operator’s instruction manual for further information on identification
information. Have the following engine data available when communicating with an Authorized
Repair Location. The data on the dataplate is mandatory when sourcing service parts:
1. Engine Serial Number (ESN)
2. Control Parts List
3. Model
4. Advertised Horsepower and RPM

DM45SP/DMLSP
1.1 -- INTRODUCTION
Instruction Manual Storage

The instruction manuals are located within easy reach of the operator. A storage compartment in
the operator’s console provides space for the drill manuals. Also located in the cab, next to the
operator’s console, is the laminated Safety Manual (See Figure 1.1--4).
STORAGE
COMPARTMENT
SAFETY MANUAL
AND CONTAINER
OPERATOR’S
CONSOLE
Figure 1.1---4
GENERAL INFORMATION
All safety rules in Section 2 must be observed.
If further information is required concerning the recommended blasthole drilling applications,
contact your local Drilling Solutions distributor.
Drilling Solutions
Garland, Texas U.S.A.
Telephone: 972--496--7400
Customer Service Parts: 972--496--7382
Fax: 972--496--7427 (Customer Service Parts)
Fax: 972--496--7425 (Customer Service Warranty)
Drilling Solutions reserves the right to make any changes or modifications without prior notice and
without incurring any liability to retrofit machines previously shipped from the factory.

DM45SP/DMLSP
1.1 -- INTRODUCTION
DRILL DESCRIPTION
The Drilling Solutions DM45SP is a crawler mounted, hydraulic table drive, single--pass rotary
drilling rig specifically designed for production blasthole drilling to depths of up to 50 ft. (15.2 m) in a
single pass without a drill pipe change. Nominal hole size range is 5--1/2 to 6--3/4 in. (114.3 to
171.5 mm) with DHD (Down Hole Drill). Feed pressure generates a bit load of up to 25,000 lb.
(11,340 kg). The vertical drill package is standard and an angle drill option package is available.
The Drilling Solutions DMLSP is a crawler mounted, hydraulic table drive, single--pass rotary
drilling rig specifically designed for production blasthole drilling to depths of up to 60 ft. (18.3
meters) in a single pass without a drill pipe change. Nominal hole size range is 6--7/8 to 9--7/8 in.
(173 to 251 mm) for rotary bit applications. For DHD (Down Hole Drilling) with high--pressure air
compressor options, nominal hole size range is 6 to 8--7/8 in. (152 to 225 mm). Feed pressure
generates a bit load of up to 54,000 lb. (24,494 kg). The vertical drill package is standard and an
angle drill option package is available.
The power pack, which consists of a diesel engine directly coupled to an I--R asymmetrical air
compressor on one end and a hydraulic pump drive on the other, is mounted on its own sub base.
The sub base is then mounted to the drill mainframe. This in--line drive train configuration
maximizes mechanical efficiency. The separate sub base isolates the components from drilling
and propel shock loads and maintains alignment between the components. The SP drill
incorporates three (3) leveling jacks to keep the drill level and stable while drilling.
Operation of the drill is performed using electric over hydraulic controllers ergonomically located so
that the operator faces the drill centralizer while drilling.
Engine
The DML/SP drill rigs uses a water cooled engine with direct injection and turbo chargers. Electric
starting and belt driven alternator battery charging is standard on all drills. The DML/SP is
equipped with dual system air filtration. Dry type 2--stage air cleaners, with optional pre--cleaners,
provide clean air to the engine and the compressor. The engine power / rpm is controlled by the
engine speed control (throttle) switch. The engine is shutdown either by the removable key
“ON/OFF” switch or the emergency stop switch.
Main Frame
The drill main frame consists of a track frame which supports the power pack assembly
(engine/compressor/hydraulic pumps), the combined engine radiator/hydraulic oil cooler, drill
tower assembly and three leveling jacks.
Drill Tower
The overall tower design, combined with the location of the rotary table, increases rig stability,
decreases the tower bending movement, and provides greater single--pass capability. Rotation is
supplied by a hydraulic rotary table drive assembly. The elevated table allows changing of the bit
and hammer above the table. A drive hub engages the kelly drive bushing and transmits power
from the rotary table to the drive hub which drives the fluted kelly. The kelly bar is pulled up and
down by two heavy--duty chains through a cluster sprocket located above the rotary table. An
over--center valve insures smooth movement of the kelly bar with minimum energy loss. Traveling
stabilizers maintain the kelly bar alignment under down feed pressure.

DM45SP/DMLSP
1.1 -- INTRODUCTION
Tramming
The propulsion system features independent hydrostatic drive/service braking of each track,
allowing steering by differential operation of the tramming control levers. Each track is provided
with direction (Forward and Reverse) speed control levers which control the tramming speed. This
system also provides service braking by moving the respective levers towards the ’STOP’ position.
Steering
The drill can be steered by adjusting the speed of one track relative to the other.
Braking
Service braking is effected by moving the tramming control lever towards the “STOP” position.
Because the LH and RH track systems are independently controlled, one track acts as secondary
braking for the other.
Parking brakes are incorporated into each track motor assembly and are fail--safe, hydraulically
released, spring applied. These brakes will therefore be applied in the event of loss of brake
release hydraulic pressure due to:
1. Pressing a RED emergency stop switch
2. Turning the main key operated “ON/OFF” switch to OFF position.
3. Hose failure resulting in loss of charge pressure, when the main pumps will cut off the flow to
the tracks.
Operator’s Cab and Console
The one--piece FOPS cab is thermally insulated, heated, pressurized, and sound rated to 80 dBa.
Tinted safety glass and an integrated air system with directional vents and louvers keep the cab
comfortable. An ergonomically designed wrap--around console provides direct visibility to the
drilling table and surrounding bench. Electric controllers on the console connect to spool valves,
eliminating the need for hydraulic hoses in the cab and creating a quieter work environment. An
optional air conditioner is wall mounted for ease of maintenance.
The operator’s FOPS cab is designed for convenience, ease of control, comfort and safety while
providing maximum visibility to the work area. The operator’s station is sound insulated. A fully
adjustable suspension--mounted seat is standard. All of the controls are positioned for operator
convenience in the operator’s cab. Full details are provided in section 4. Remote Tramming
Control is available at Cab location.
Gradeability
Superior gradeability is the result of a powerful torque--balanced hydrostatic system with
independent drive to both tracks.
Serviceability
The engine / compressor and hydraulic pumps power pack is accessible from the walk round
operators deck. All daily checkpoints are positioned to encourage preventive maintenance. Color
coded service charts show checkpoint locations, service intervals and proper lubricants. All grease
points can be serviced from the two banks of grease nipples from which hoses provide grease to
the respective components.

DM45SP/DMLSP
1.1 -- INTRODUCTION
Your life may be endangered if the following is not complied with. DO NOT add attachments
to the machine that intrude into operator’s protective area, reduce visibility, restrict
emergency exits or add weight exceeding certification weight. See the operator’s manual or
contact your dealer for complete inspection requirements and maintenance instructions.
Standard Features
1. Insulated cab with FOPS and noise abatement of less than 85 dBa
2. Cab pressurizer / heater
3. “No visible emission” dust collector
4. Nine Quartz Halogen night lighting package
5. Rectangular dust hood with skirting and hydraulically retractable front curtain
6. Jib hoist for drill rod and accessory handling
7. Cooling package rated 125_F (52_C) ambient temperature
8. Heavy--duty engine silencer/muffler
9. Separate air intake filters with quick release dust drop covers for engine and air compressor
10. Hydraulically powered auxiliary chain wrench.
11. Fuel capacity 380 gallon (1,438 L)
12. DM45SP Single motor rotary table with variable hydraulic motor (0--220 RPM speed range)
and a maximim torque of 4,000 ft/lb. (5,424 N--m)
DMLSP Single motor rotary table with variable hydraulic motor (0--150 RPM speed range)
and a maximim torque of 7,500 ft/lb. (10,170 Nm)
13. Hydrostatic motor feed system
14. Three 48 in. (121.9 cm) stroke leveling jacks
15. GVW rated excavator 120,000 lb. (54,432 kg)
16. Wide triple bar grousers, 31.5 in. (800 mm)
17 . Reinforced rectangular steel track frame with oscillation yoke mounting
18. Walkways and deck railings designed for superb maintenance access
19. Full depth kelly bar
20. Kelly RPM tachometer on console
21. Remote tower pinning
22. Back--up alarm
23. Ether injection
24. Jack Up indicator lights
* Specifications represented are calculated values at 100% efficiency and are subject to change
without notice.

DM45SP/DMLSP
Section 2 --- SAFETY
SECTION 2 -- SAFETY
SECTION 2
SAFETY

DM45SP/DMLSP
SECTION 2 -- SAFETY

DM45SP/DMLSP
2.1 -- SAFETY
GENERAL SAFETY AND HEALTH

This book has been published to alert operators, helpers and mechanics to the
possible physical dangers that are present in all phases of operation of this drill.
Anyone working around this drill must read and thoroughly understand the
precautions outlined in this book before attempting to operate or perform work
on the drill. In addition, “SAFETY ALWAYS” must always be the primary
consideration of all personnel when working around this drill under normal or
unusual conditions.
Since this book cannot cover every possible situation, all personnel are
expected to exercise good judgement and common sense when operating,
servicing or working near this drill.
If there is any doubt about the safe operating procedure of the drill, STOP !!
Review the information supplied with the drill, ask your supervisor or contact
your nearest Ingersoll--Rand Representative for assistance.
Make sure all new employees read and understand the decals in Decal Safety
Manual, mounted on drill. Never remove the Decal Safety Manual. Replace
manual if it becomes lost or illegible.

DM45SP/DMLSP
2.1 -- SAFETY
Safety And Health Statement

Every employer should have a safety and health philosophy based on the
following statements.
1. We are committed to providing a safe and healthy workplace for all our
employees.
2. We believe that injuries and accidents are preventable and that the well
being of all our employees can be protected in the work environment.
3. We believe that safety is number one. Safety will not be sacrificed for
production.
4. We believe that housekeeping is an integral part of our safety program
and the protection of our employee’s health.
5. We believe that all of our employees are responsible for the safety of their
coworkers. Each of us has the duty to listen, watch, and act upon hazards
that might injure another.
6. We believe that good safety training is necessary to assist employees in
completing their assigned tasks in a safe manner.
7. We believe that safety is a team effort.
Safety is an integral part of every individual’s job responsibility. Every employee
must be committed to these beliefs and must work in a manner that
demonstrates that commitment.
Emergencies
Emergencies are situations where there is personal injury or property damage,
or when there is imminent threat of personal injury or property damage. It is
important for everyone to know how to respond to emergency situations in
order to minimize injury and damage. Each operator must have a plan to be
able to contact 911 or some other form of help, such as Fire or Medical
Emergency Services, immediately. These plans must be known to everyone
around the drill in case someone is injured.

DM45SP/DMLSP
2.2 -- SAFETY PRECAUTIONS AND GUIDELINES
OVERVIEW
Before you operate, maintain, work around or in any other way use this drill: READ
and STUDY this manual. KNOW how to safely use the drill controls and what you must do
for safe maintenance. Failure to follow instructions or heed warnings could result in injury or
death. Ensure that the drill is in correct condition before operating.
WEAR PROTECTIVE CLOTHING

Anyone working around the drill must wear
APPROVED safety equipment (safety shoes or
protective footwear, safety glasses, hearing
protection, hard hat, gloves, respirator, etc.) when
Safety Glasses Hard Hat Ear Protection
operating or maintaining the machine.
Wear close fitting clothing and confine long hair.
Operating equipment requires the full attention of

the operator. Do not wear radio or music
headphones while operating the machine. Electrically Respirator Electrically
Insulated Gloves Insulated Boots
If you have ANY QUESTIONS about the safe use or maintenance of this drill, ask your
supervisor or contact your nearest Drilling Solutions Distributor for assistance. NEVER
GUESS--ALWAYS CHECK!
Safety must always be the most important concern. Do not operate the drill when
conditions are unsafe and consult your supervisor when safety is in doubt.
You must be alert, physically fit, and free from the influences of alcohol, drugs, or
medications that might affect your thinking ability, judgement, sight, hearing, or reactions.
Signals must be given by the operator prior to starting or operating the drill.
Make sure all new employees read and understand the decals in the Decal Safety Manual
which is mounted on drill. Never remove the Decal Safety Manual. Replace manual if it
becomes lost or illegible.

DM45SP/DMLSP
WARNINGS
Throughout the manual, Dangers, Cautions, Warnings, Notices and Notes are used to
designate instructions of particular importance. In this manual, these terms have the
following significance:
NOTE:
NOTE: Note is used for supplementary information not directly effecting safety or damage to
equipment. Note can also refer to special information on the efficient use of the drill.
NOTICE: Notice is used to notify people of any installation, operation, or maintenance

information which is important but not hazard--related. Hazard warnings should
never be included under the Notice signal word.
CAUTION: Caution is used to indicate the presence of a hazard which will or can cause a
minor personal injury or property damage if the warning is ignored.
WARNING: Warning is used to indicate the presence of a hazard which can cause severe
personal injury, death, or extensive property damage if the warning is ignored.
DANGER: Danger is used to indicate the presence of a hazard which will cause severe
personal injury, death, or substantial property damage if the warning is ignored.

DM45SP/DMLSP
DRILL APPLICATIONS
The Mid--Range SP drills are built in accordance with state of--the--art standards and recognized
safety rules. Nevertheless, misuse may constitute a risk to the life and limb of the user or third
parties, and may cause damage to the drill or other material property.
The Mid--Range SP drill must be used in accordance with its designated use as described in the
operating manual. The drill must only be operated by safety--conscious persons who are fully
aware of the risks involved in operating the drill. Any functional disorders, especially those affecting
the safety if the drill, must be corrected immediately.
Designated Applications
drilling rig specifically designed for production blasthole drilling to depths of up to 50 ft. (15.2 m) in a
single pass without a drill pipe change. Nominal hole size range is 5--1/2 to 6--3/4 in. (114.3 to
171.5 mm) with DHD (Down Hole Drill).
meters) in a single pass without a drill pipe change. Nominal hole size range is 6--7/8 to 9--7/8 in.
(173 to 251 mm) for rotary bit applications. For DHD (Down Hole Drilling) with high--pressure air
compressor options, nominal hole size range is 6 to 8--7/8 in. (152 to 225 mm).
Non Designated Applications
The Mid--Range SP series drills are not designed for pioneering/earth moving applications. The
Mid--Range SP series drills are not designed for use on inclined surfaces or on soft and unstable
ground. Use of the drills for purposes other than that mentioned, such as for towing other vehicles
or equipment, is considered contrary to its designated use. The manufacturer/supplier cannot be
held liable for any damage resulting from such use. The risk of such misuse lies entirely with the
user.
Special order drills are designed and equipped with a remote tramming control console which must
be used when tramming over unstable ground conditions or when loading the drill up ramps onto a
trailer. The remote control enables the operator to control and move the drill from a vantage point
outside the drill.
Set up the SP Drill on a level surface. If this is not available, the site should be adequately
prepared prior to drill setup.
Operating the drill within the limits of its designated use also involves compliance with the
inspection and maintenance directives contained in the operating manual.

DM45SP/DMLSP
SELECTION AND QUALIFICATION OF PERSONNEL

Work on and with the drill must only be performed by qualified personnel. Statutory minimum age
limits must be observed.
Those who operate, maintain and work on rotary drill rigs must be competent:
Physically To react correctly and quickly to avoid accidents.
Mentally To understand and apply all of the established rules, regulations and safe
practices. To concentrate on the job to be done.
Emotionally To withstand stress and prevent mistakes.
Those who operate, maintain and work on rotary drill rigs must be experienced:
Trained In the operation and maintenance of the drill.
1. Should have read and understood the Manufacturer’s Instruction Manual,
and know the ratings and capabilities of the drill they are using.
2. They must understand hand signals.
3. They must understand the meaning of various symbols on the instruments,
controls and specific parts of the drill rig.
Licensed If required by law.
1. The individual responsibilities of the personnel responsible for operation, setup, maintenance
and repair of the drill should be stated clearly.
2. Define the drill operator’s responsibility with regard to observing site traffic regulations.
3. The operator should have the authority to refuse instructions by third parties that are contrary
to safety.
4. Do not allow persons being trained or instructed in the operation or maintenance of the drill to
work without permanent supervision by an experienced person.
5. Work on electrical systems and equipment on the drill must be done only by a skilled electrician
or by instructed persons under the supervision and guidance of a skilled electrician and must be
in accordance with electrical engineering rules and regulations.
6. Work on the mainframe and drill tower, brake, air and hydraulic systems must be performed by
skilled personnel with special knowledge and training for such work.

DM45SP/DMLSP
GENERAL GUIDELINES
1. STOW manuals in the manual compartment provided in the operator’s cab. Manuals must
always be available at the site where the drill is used. The operator’s instruction manual shall
be within easy reach of the operator’s station.
2. OBSERVE and INSTRUCT users in all generally applicable legal and mandatory regulations
relevant to accident prevention and environmental protection. These compulsory regulations
may also deal with the handling of hazardous substances, issuing and/or wearing of personal
protective equipment, and traffic regulations.
3. SUPPLEMENT all operating instructions with detailed working instructions which cover the
methodology of working sequences, all individual job responsibilities, and overall supervisory
responsibility.
4. ALWAYS be sure that the personnel entrusted with work on the drill have read the operating
instructions and in particular the chapter on safety before beginning work on the drill. Reading
the instructions after work has begun is too late. This is especially important for persons who
work only occasionally on the machine, e.g. during setup or maintenance.
5. MAKE CERTAIN personnel are working in compliance with the operating instructions and are
alert to risks and safety factors.
6. ALWAYS tie back or otherwise secure long hair. Always wear close--fitting garments and avoid
wearing jewelry such as rings. Injury may result from clothing, hair, or jewelry being caught up in
the machinery.
7. USE protective equipment wherever required by the circumstances or by the law. Always wear
approved safety equipment while working around the drill. This also includes an approved hard
hat, safety glasses, protective footwear, gloves, a respirator and ear protection.
8. OBSERVE all safety instructions and warnings attached to the drill.
9. BE SURE all safety instructions and warnings attached to the drill are complete and perfectly
legible.
10. STOP the drill immediately in the event of safety relevant malfunctions or change in the drill
behavior during operation. REPORT the malfunction to the proper authority/person.
11. NEVER provide service or maintenance to the drill unless both tracks are on firm, level ground.
12. NEVER make any modifications to drill which might affect safety without the manufacturer’s
approval. This applies to the installation and adjustment of safety devices and valves as well
as to welding work on load bearing elements.
13. ALWAYS ADHERE to prescribed intervals or those specified in the operating instructions for
routine checks and inspections.

DM45SP/DMLSP
GENERAL GUIDELINES (continued)

14. Ensure that people, equipment and material not required for the correct operation of the drill
are removed and kept out of the work area. The operator must never drill while people are
around the drill table. Alert people and crew to stay clear of the hole while drilling is in progress.
15. All personnel who work around the drill must ensure that any unsafe conditions and practices
are corrected or reported to the drill operator and supervisor.
16. All personnel who work around the drill, including the support and maintenance people, must
obey all warning signs and must ensure their own safety and the safety of others.
17. WITH careful planning, most accidents can be avoided.
a) Have a clear understanding of the work to be done
b) Consider potential dangers or hazards
c) Develop a plan to do the job safely
d) Explain the plan to all personnel concerned
GENERAL RULES FOR MID--RANGE SP DRILLS

Before starting or working around the drill, read and understand the safety manual, decal safety
manual and labels located on the drill. Follow all directions on the labels. Do not remove or deface
the labels. Replace them if they become damaged or lost.
1. All personnel working around the drill must wear an approved hard hat, safety glasses, safety
shoes and ear protection. They must not wear loose clothing that can get caught in moving
parts. They should wear gloves when handling heavy parts and tools or any objects that are
sharp or pointed. A respirator may be required in dusty conditions.
2. Keep work areas clean and free from grease, oil and other items or tools that could cause a slip
or fall.
3. Keep all warning and information labels clean and readable. Replace labels if they become
damaged, torn, painted over or removed.
4. Keep all controls and gauges in good working order. If they become damaged or broken,
replace them before operating the drill.
5. Make a complete walk--around inspection of the drill before starting. During operation, make
periodic checks to be sure the drill is operating properly.
6. Watch for leaking or broken hydraulic or air hoses. Replace them before they cause damage or
a fire.

DM45SP/DMLSP
GENERAL RULES FOR MID--RANGE SP DRILLS (continued)

7. Do NOT operate the drill with excessively worn or broken parts.
8. Tighten or replace any loose or broken fittings, bolts or other connections before operating
drill.
9. Check the batteries and connections before starting the drill. Tighten terminal clamps and be
sure all batteries have caps. Loose wires can cause fires and shocks. Spilled fluid can cause
burns. Make sure all batteries are charged properly with correct fluids.
10. Use extreme caution when handling, cleaning, wiring or recharging the batteries. They can
explode and spray acid. Keep battery covers in place all the time.
11 . Keep all cabs clean. Mud, cans, bottles, tools and other debris can jam controls and cause
falls.
12. Make sure all controls are in neutral before starting the drill.
13. Make sure all guards are in place on the drill. Replace them if they have been removed for
maintenance. DO NOT operate the drill if guards are not in place.
14. Know where your helper or oiler is at all times. DO NOT move the drill if they are not in sight.
15. Before moving the drill, make sure there is nothing in the way of travel. Make sure all the drill
pipe is out of the ground and secured before moving.
16. Locate drill on level ground, if possible. Install cribbing (blocking) under each jack to insure a
stable lifting platform in case ground is broken or soft.
17 . Before raising the tower, make sure it is clear of tools or objects that could fall. Check to see
that all hydraulic and air hoses do not become snagged during raising. Watch all hoist cables
and keep them clear or spooled properly while raising tower.
18. When working on any air compressor hose or receiver tank, relieve all pressure in the system
before removing any cap, plug or hose connection.
19. Never move the drill with the tower partially raised, unless it is an angle drill with the proper
locking pins in place.
20. Never move drill with the tower locking pins removed or unpinned. The tower is not designed to
be held up by the tower raising cylinders alone.
21. Keep work area clear of cuttings, tools and other objects.
PRE--START INSPECTION
1. INSPECT your drill rig daily. Ensure that the routine maintenance and lubrication are being
dutifully performed. Have any malfunctioning, broken or missing parts repaired or replaced
before use.

DM45SP/DMLSP
PRE--START INSPECTION (continued)

2. VERIFY that all instruction and safety labels are in place and readable. These are as important
as any other equipment on the drill rig.
3. NEVER fill the fuel tank with the engine running, while near an open flame, or while smoking.
ALWAYS wipe up any spilled fuel.
4. CHECK for WARNING or lockout tags placed on the drill rig. DO NOT operate the drill rig until
repairs have been made and the WARNING or lockout tags have been removed by authorized
personnel.
5. CLEAN any foreign material from the operator’s platform to reduce the danger of slipping.
6. KNOW the location of the Emergency Shut Down Control if the drill rig is so equipped.
7. ALWAYS know the capabilities and limitations of your equipment: speed, gradeability, steering
and braking.
8. BE AWARE of the dimensions of your drill rig’s height, width and weight when moving the drill.
9. CHECK for any conditions that could be dangerous: unstable ground condition or overhanging
rock face.
OPERATION SAFETY
1. OBSERVE position of fire extinguishers, if so equipped, and ensure they are fully charged and
inspected regularly.
2. AVOID any operational mode that might sacrifice safety.
3. TAKE all necessary precautions to ensure that the drill is used only when in a safe and reliable
condition.
4. OPERATE the drill only if all protective and safety oriented devices, such as removable safety
devices, emergency shut off equipment, sound proofing elements and exhausts, are in place
and fully functional.
5. START the drill from the operator’s cab seat only. If the drill is equipped with an optional remote
tramming control console, use the remote control unit from a safe location when tramming over
unstable ground conditions, loading the drill on ramps for trailer transport or when there is a risk
of a roll over condition.
6. WATCH the indicators during startup and shutdown procedures in accordance with operating
instructions.
7. MAKE SURE no one is at danger or risk before starting up the drill, starting to drill or setting the
drill in motion. Personnel can be pinched, entangled or crushed by moving machinery. While
the drill is in operation, crew members must never place any part of their bodies or clothing on or
near any rotating machinery, gears, pinions, ropes, cables, chains or wrenches.
8. CHECK that braking, steering, signaling and lighting systems are fully functional before starting
work or traveling with the drill.

DM45SP/DMLSP
OPERATION SAFETY (continued)

9. CHECK that accessories have been safely stowed away and all levelling jacks are retracted
fully before moving the drill.
10. ALWAYS SWITCH ON the lighting system in conditions of poor visibility and after dark.
11. MAKE SURE there is sufficient clearance when crossing underpasses, bridges and tunnels,
or when operating under overhead lines.
12. ALWAYS KEEP at a safe distance from the edges of quarry face, pits and slopes.
13. AVOID any operation that might be a risk to drill stability.
14. ALWAYS SECURE the drill against inadvertent movement and all unauthorized use before
leaving the operator’s cab.
Starting Safety
1. ALWAYS USE handrails and steps to get on and off the drill. ALWAYS MAINTAIN a three point
contact when climbing onto or off of drill. Watch for slippery surfaces when mounting.
2. READ and FOLLOW ALL instruction decals.
3. Before starting engine or beginning to move, check inside, outside and underneath the drill for
people or obstructions.
4. BEFORE starting the engine, MAKE SURE that the propel/drill mode selector is in the “Drill”
position and all tramming and drilling control levers are in the “STOP” position.
5. BEFORE starting engine, ENSURE that the parking brake control is in the “Applied” position.
6. Check for warnings or Lockout tags on the controls. If there is a tag attached to the switch, do
not start the engine until the warning tag has been removed by the person who installed it.
7. ALWAYS sound the horn before starting the drill to alert everyone in the area (if the drill is so
equipped).
8. START the engine from the operator’s position only.
9. ALWAYS USE EXTREME CAUTION if you have to jump--start the engine.
10. Check all gauges and controls for correct operation. Stop the drill immediately and replace any
that are defective.
11. Check all safety devices. Report any defects immediately.
12. Make sure you are on solid, level ground before raising the tower. Use cribbing (blocking) if you
are not sure.
13. When raising the tower, make certain there are no electrical power lines within the operating
area of the drill.
14. Listen for unusual noises.
15. Engage hydraulic controls slowly in cold weather to avoid shock loading.

DM45SP/DMLSP
Electrical Power Line Safety
Do not raise the tower or operate this drill in the vicinity of electrical power lines. Operating
too close or contacting a power line with any pat of the drill can result in
electrocution.Contacting power lines with any part of the drill will cause Death! Keep at
least 10 feet (3 meters) away from power lines. If there appears any danger of wind or other
obstruction closing the distance, do not drill in that area.
1. Place the drill as far as possible from electrical power lines and never work inside the minimum
specified distance set by local, state or federal regulations.
2. Treat all electrical lines as live power lines.
3. Clear the area. Slowly raise and lower the tower. If the distance to the line has been misjudged,
your reaction time might be too slow.
4. A signal person must be used to guide the drill in the vicinity of power lines. The signal person
and drill operator must be in direct visual contact at all times.
Operating Safety
Contacting power lines with any part of the drill will cause Death! Keep at least 3 meters (10
feet) away from power lines. If there appears any danger of wind or other obstruction
closing the distance, do not drill in that area.
1. ALWAYS make sure that no person or obstruction is in your line of travel before tramming the
drill.
2. NEVER CLIMB on or off the drill rig while it is in motion. If the drill is equipped with an optional
remote tramming control console, always use the remote control unit from a safe location when
tramming over unstable ground conditions, loading the drill on ramps for trailer transport or
when there is a risk of a roll over condition.
3. USE EXTREME CAUTION and be very observant when operating the drill in close quarters or
congested areas.
4. NEVER carry passengers.
5. KNOW the area in which you are working. Familiarize yourself with work site obstructions and
any other potential hazards in the area.
6. KNOW and USE the hand signals required for particular jobs. Know who has the responsibility
for signaling.

DM45SP/DMLSP
Operating Safety (continued)

7. DO NOT work in the vicinity of overhanging banks or on grades that could cause the drill rig to
slide or roll over.
8. AVOID side hill travel. ALWAYS operate up and down slopes. ALWAYS keep the propulsion
(travel) control lever in low speed close to the “STOP” position when climbing or descending
hills.
9. NEVER allow bystanders, other than authorized persons, to stand within the drill rigs danger
(working) area when the engine is running.
10. ALWAYS LOOK in all directions BEFORE changing your direction of travel and sound the horn
prior to moving.
11. DO NOT attempt to control drill travel speed with the throttle control. When operating the drill,
maintain the engine speed at full “Operating” rpm.
12. DO NOT run the engine in a closed building for an extended length of time. EXHAUST FUMES
CAN KILL.
Drilling Safety
All Drilling Solutions drills are equipped with an overpressure control system which will vent feed
pressure if the drill end leveling jacks are not supporting the weight of the drill. To ensure someone
has not disabled the system, each operator must perform the overpressure control system
operational check procedure daily as described in sections 5.7 and 6.5 of this manual.
1. Use the proper tools for the job. Do not attempt to DHD’s, subs, stabilizers or bits without the
proper lifting devices.
2. Do not attempt any repairs to the drill while it is running. Stop the drill to make repairs.
3. Do not allow anyone to climb the tower. If repairs must be made, lower the tower or use a manlift
to reach the repair area.
4. Do not use the hoist cable as a manlift.
5. Do not operate the drill except from the operator’s station. Trying to operate from any other
position is a safety hazard and can cause serious injury.
6. If the drill is equipped with an optional remote tramming control console, always use the remote
control unit from a safe location when tramming over unstable ground conditions, loading the
drill on ramps for trailer transport or when there is a risk of a roll over condition.
7. Do not hoist or brake too sharply. This can cause premature failure of equipment and can be
dangerous.
8. Don’t retract the hoist so far that it slams into the crown block. Continuous pull on the wire rope
can break it and drop the load.
9. Know the limitations of your drill and don’t exceed the design limits.

DM45SP/DMLSP
Propelling (Tramming) Safety

1. Make sure all drill pipe is out of the hole before moving.
2. Do not get on or off the drill when it is moving.
3. Lower tower if moving a long distance.
4. Secure all drill pipe and tools before moving the drill.
5. Know the drill’s height, width, weight and length before moving.
6. Use the main pumps to control speed and direction. If a problem with tramming arises and the
pumps don’t respond to controls, shift Drill/Propel Valve back to DRILL. This will set the parking
brakes and stop the drill.
7. Use caution when loading a drill onto a trailer. Make sure the ramp will hold the weight of the drill.
8. If tramming with the tower raised, make sure all locking pins are in place and the ground is level
and solid.
9. With SP drills, be careful cornering to allow for tower overhang.
10.Know where your helpers are at all times. Do not move the drill if they are not in view.
11.Know and use proper signals when moving the drill.
Stopping And Shutdown
1. Move drill away from highwall or face before shutting the drill down for the day.
2. Don’t park drill under an overhang or where a bank can cave in.
3. ALWAYS park the drill rig on solid, level ground. If this is not possible, always park the drill at a
right angle to the slope and chock the tracks.
4. If drill is left over a hole, lower jacks so tracks touch the ground.
5. Be sure to relieve all pressures in the systems before leaving the drill.
6. Place all controls in neutral or park position before leaving the drill.
7. ALWAYS move the tram/drill mode selector to “DRILL” and make sure the tramming and drill
control levers are all in the STOP positions.
8. AVOID leaving the controls with the engine running. NEVER leave the operator’s cab while the
engine is running.
9. Move the Engine Throttle (speed selector) switch to LOW idle (1200 rpm) position for about 5
minutes to allow the engine to cool down before turning the key switch to OFF.
10. Lock the ignition and remove the keys before leaving the operator’s cab.
11. Lock all lockable compartments.
12. USE proper flags, barriers and warning devices, especially when parking in areas of heavy
traffic.

DM45SP/DMLSP
MAINTENANCE SAFETY
In any work concerning the operation, conversion or adjustment of the drill and its safety oriented
devices or any work related to maintenance, inspection and repair, always observe the startup and
shut down procedures set out in the operating instructions and the information on maintenance
work.
All personnel involved in setting up drills or handling maintenance or repairs must know and
practice proper procedures, including lockout and tag out practices.
1. Ensure that the maintenance area is adequately secured.
2. If the drill is completely shut down for maintenance and repair work, it must be secured against
inadvertent starting by:
a) Locking the principal control elements and removing the ignition key
b) Attaching a warning sign to the main starter key switch.
3. Carry out maintenance and repair work only if the drill is positioned on stable and level ground
and has been secured against inadvertent movement.
4. USE CARE when attaching and securing lifting tackle to individual parts and large assemblies
being moved for replacement purposes to avoid the risk of accidents. USE lifting gear that is in
perfect condition and with adequate lifting capacity. NEVER work or stand under suspended
loads.
5. ALWAYS USE the correct tools and workshop equipment when performing maintenance to the
drill.
6. ALWAYS USE specially designed or otherwise safety oriented ladders and working platforms
when doing overhead assembly work. Never use drill parts as a climbing aid and never climb
the tower.
7. KEEP all handles, steps, handrails, platforms, landings and ladders free from mud, dirt, snow
and ice.
8. CLEAN the drill, including the connections and threaded unions, of any traces of oil, fuel or
preservatives before carrying out maintenance or repair. NEVER use aggressive detergents.
Use lint free cleaning rags.
9. Before cleaning the drill with water, steam jet (high pressure cleaning) or detergents, COVER
OR TAPE up all openings which, for safety and functional reasons, must be protected against
water, steam or detergent penetration. Special care must be taken with electric motors and
switch gear cabinets.
10. ENSURE during cleaning of the drill that temperature sensors do not come into contact with
hot cleaning agents.
11. REMOVE all covers and tapes applied for that purpose after cleaning the drill.

DM45SP/DMLSP
MAINTENANCE SAFETY (continued)

12. After cleaning the drill, EXAMINE all fuel, lubricant and hydraulic fluid lines for leaks, loose
connections, chafe marks and damage. REPAIR or REPLACE defective parts immediately.
13. Always TIGHTEN all screwed connections that have been loosened during maintenance and
repair.
14. Any safety devices removed for setup, maintenance or repair purposes must be refitted and
checked immediately upon completion of the maintenance and repair work.
15. ENSURE that all consumables and replaced parts are disposed of safely and with minimum
environmental impact.
16. AVOID, whenever possible: servicing, cleaning or examining the drill with the engine running.
17. AVOID, whenever possible: servicing or providing maintenance to the drill unless the tracks
are adequately chocked and the parking brake is applied.
18. DO NOT alter the engine governor settings from those indicated in the engine manual and the
engine option plate.
19. ALWAYS replace damaged or lost decals. Refer to the parts manual for the proper location
and part number for all decals.
20. Use only original circuit breakers with specified current rating. Shut down the drill immediately
if trouble occurs in the electric system.
21. Work on the electrical system or equipment may only be carried out by a skilled electrician or
by specially instructed personnel under the control and supervision of an electrician and in
accordance with the applicable electrical engineering.
22. If provided for in the regulations, the power supply to parts of the drill on which inspection,
maintenance and repair work is to be carried out, must be cut off.
23. Before starting any work, check the de--energized parts for the presence of power and ground
or short circuit them in addition to insulating adjacent live parts and elements.
24. The electrical equipment of drill is to be inspected and checked at regular intervals. Defects
such as loose connections or scorched cables must be rectified immediately.
25. Welding, flame cutting and grinding work on the drill should only be done when expressly
authorized, as there may be a risk of explosion and fire.
26. Before beginning any welding, flame cutting and grinding operations, clean the drill and its
surroundings from dust and other flammable substances and make sure that the premises are
adequately ventilated (risk of explosion).
27. Winches and ropes must be inspected frequently for unforeseeable wear patterns and
discarded according to certain criteria (refer ISO 4305).

DM45SP/DMLSP
MAINTENANCE SAFETY (continued)

28. Check all lines, hoses and screwed connections regularly for any leaks and obvious damage.
Repair damage immediately. Splashed oil may cause injury and fire.
29. Depressurize all system sections and pressure pipes (hydraulic, compressed air) that are to
be removed in accordance with the specific instructions before carrying out any repair work.
30. Hydraulic lines must be laid and fitted properly. Ensure that no connections are interchanged.
The fittings, lengths and quality of the hoses must comply with the technical requirements.
31. Observe all of the product related safety regulations when handling oil, grease and other
chemical substances,
32. Be careful when handling hot consumables (risk of burning or scalding).
Fueling
1. NEVER fill the fuel tank with the engine running, while near an open flame or while smoking.
ALWAYS wipe up any spilled fuel.
2. Do not spill fuel on hot surfaces.
3. Refuel in a well ventilated area.
4. Keep all open lights, lighted smoking materials, flames or spark--producing devices at a safe
distance when refueling.
5. Keep fuel nozzle in contact with tank being filled, or provide a ground to prevent static sparks
from igniting fuel.
6. Turn off cab and fuel heaters.
7. Never mix any other fuel with diesel oil. An explosion can occur.
Batteries
1. DISCONNECT battery cables when working on the electrical system or when welding on the
drill.
2. BE SURE the battery area is well ventilated (clear of fumes) should it be necessary to connect a
jump battery or battery charger. Fumes from the battery can ignite by a spark and explode.
3. BE SURE battery charger is “OFF” when making the connections if battery charging is required.
4. Always wear safety glasses when servicing batteries.
5. Connect the ground cable last when installing a battery.

DM45SP/DMLSP
Batteries (continued)
6. Battery acid will burn skin, eat holes in clothing and cause blindness if splashed into the eyes.
7. Batteries generate a highly explosive mixture. A spark could ignite these gases.
8. Do not short across batteries. The spark could ignite the gases.
9. Keep battery covers in place at all times. Be sure there is no connection between the battery
terminals and the cover.
Wire Rope & Cable

1. Winches and ropes must be inspected frequently for unforeseeable wear patterns and then be
discarded according to certain criteria (refer ISO 4305).
2. Wire rope running over drums and through sheaves creates pinch points. Do not use hands or
bars to guide wire rope onto drums; instead, use rope guides. Keep clothing and all parts of the
body away from running rope and from the machinery that moves the rope.
3. Replace wire rope when it is worn to the following:
a) Six (6) randomly distributed broken wires are found in one lay.
b) Wear of one--third (1/3) the original diameter of outside wires.
c) Evidence of any heat damage from any cause.
d) Any kinking or cracking occurs.
4. Make sure all hooks are connected properly.
a) Saddle and nuts must be around lifting side of cable.
b) Always use a thimble when installing a hook.
c) Always use the correct number of clamps for cable size.
d) All hooks must have lock type dogs to prevent cable from jumping out of the hook throat.
5. Do not allow cable to backlash on hoist or drum.
a) Make sure cable spools properly on hoist drum.
b) Do not overload the hoist or wire rope.
HYDRAULIC MAINTENANCE SAFETY

The normal operating temperature of hydraulic oil is hot enough to cause serious burns. Use
precautions when working on any hot fluid lines or changing filters.
Hot oil or components can burn. Avoid contact with hot oil or components. Do Not allow
used oil to drain into the ground. Dispose of used oil properly and in accordance with local
guidelines.

DM45SP/DMLSP
HYDRAULIC MAINTENANCE SAFETY (continued)

Cylinder Repairs Or Replacement
1. When repairing cylinders, be sure to block them up to prevent dropping or rolling off the drill.
2. After repairing or replacing cylinders, especially the feed or tower raising ones, purge all air out
of each end of the cylinder before connecting it to the drill. Air in one end can cause the tower to
fall and cause an accident.
3. Loosen feed cables or chains before trying to remove feed cylinders.
4. Plug all hoses as soon as they are removed from the cylinders to prevent oil spills and slippery
conditions.
5. Use a hoist to lift the larger cylinders.
Pumps And Motors
1. Make sure hoses are plugged when replacing pumps and motors.
2. Always replace pumps and motors with the same size and type.
3. Use the correct adapters when installing pump or motor.
Valves
1. When working on valves, keep area clean to prevent contamination from getting inside valve.
2. Be sure the valve being installed is the same type as the one removed. Motor and cylinder
spools are interchangeable and may cause an accident or a failure of a component if used
incorrectly.
Hoses
1. Do not replace a hose with one of lesser strength or capacity. Breakage or leakage could result.
2. Do not use a ”will--fit” hose as it may fail and cause an accident before it can be replaced by the
correct type.
Coolers And Fans
1. Never remove the fan guard unless the drill is shut down and locked out.
2. When testing fan speed, do so with the guard in place.
3. Do not try to remove debris from inside the fan guard. Stop the drill and lockout the switch
before removing.
4. Be careful while washing out coolers with pressure washers. Spray can injure eyes.
5. Coolers are heavy. Obtain a suitable hoist capable of lifting and moving coolers or radiators
before replacing.

DM45SP/DMLSP
Guards
1. If any guards must be removed from the drill to perform service, always replace them before drill
is started.
2. If a guard becomes damaged or lost, replace or repair it before starting drill.
3. Do not cut out or modify a guard. It was designed to protect people from getting injured.
Tracks
1. Use the correct procedure for adjusting the track tension.
2. Never release all the pressure from the track tensioning spring. It can cause an accident.
3. Always raise the drill on the jacks before replacing idlers or track pads.
Lubrication
1. Never attempt to lubricate the drill while it is running, unless drill is fitted with automatic lube
injection system. Stop drill for all maintenance.
2. To lubricate fittings on the tower, lay the tower down or use a man lift to access hard to reach
and inaccessible places. Do NOT climb the tower for ANY reason.
3. To lubricate drive lines, reach through the guards. Do not remove them.
Note: If a lube point will not take grease, report it immediately. A bearing can get hot and cause a
fire if not lubricated properly.
The normal operating temperature of compressor oil is hot enough to cause serious burns.
Use precautions when working on any hot fluid lines or changing filters.
Do not attempt to remove any plugs or open the drain valve before making sure all air
pressure has been relieved from the system.
Compressor
1. Relieve all pressure in the receiver tank and lines before working on the compressor system.
2. Do not allow tools or air powered equipment to be connected to the drill hoses. They must be
attached to the service regulator and the pressure adjusted to the working capacity of the tool
being used.

DM45SP/DMLSP
Compressor (continued)
3. Do not remove any regulation or control hoses while the drill is running or pressure is still in the
system. High pressure air can cause serious injuries.
4. Be careful when using service air to clean off the working area because high pressure air can be
dangerous.
5. Turn off drill air and exhaust drill string before unscrewing hammers or drill bits at the table.
6. Do not turn on high pressure air too quickly when air hoses are in the vicinity of people. Hoses
can jump and injure people, especially if there is water or oil inside them.
WARNING OF SPECIAL DANGERS

Overhead Electric Wires
When working with the drill, maintain a safe distance from overhead electric lines. If work is to be
carried out close to overhead electric lines, the working equipment must be kept well away from
them. CAUTION! DANGER! Check out the prescribed safety distances.
If your DRILL comes into contact with a live wire:

a) Do not leave the drill.
b) Tram the drill out of the hazard zone.
c) Warn others against approaching and touching the drill.
d) Have the live wire de--energized.
e) Do not leave the drill until the damaged line has been safely de--energized.
Ventilation
Operate internal combustion engines and fuel operated heating systems only in adequately
ventilated premises. Before starting the drill in enclosed premises, make sure that there is
sufficient ventilation.
Grade Limitations
Exceeding the slope or grade limitations of the drill and its configuration can cause the drill to tip
over. Prior to moving the drill into position, always determine the safe operating grade of the drill
with tower up and down. Do not move the drill with tower up.

DM45SP/DMLSP
TRANSPORTING AND TOWING

1. Drills must be towed, loaded and transported in accordance with the operating instructions.
2. For towing the drill, observe the prescribed transport position, admissible speed and itinerary.
3. Use only appropriate means of transport and lifting gear of adequate capacity.
4. Fastening of loads and the instructing of crane operators should be entrusted to experienced
persons only. The person giving the instructions must be within sight or sound of the operator.
5. DO NOT attempt to load the drill rig on the transport vehicle without knowledge and experience
with the operation of the drill rig.
6. Always use a ramp when loading the drill on a transport vehicle. Be sure ramps are of adequate
strength, low angle, and proper height.
7. Use proper chock blocks in front and rear of the wheels of the transport vehicle when loading
the drill.
8. Be sure the trailer is on level ground and approach the transport vehicle loading ramps squarely
to make sure the drill rig does not drop off the side of the ramp.
9. Keep trailer deck clean of clay, oil, mud, ice, frost and other material that can become slippery.
10. Use proper chock blocks in front and rear of the tracks once loaded on the trailer.
11. Move the tram/drill mode selector to “DRILL”. Make sure the tramming and drill control levers
are all in the STOP positions.
12. Position the engine speed control to “LOW IDLE” and turn key switch to OFF.
14. Always know the overall height, weight, width and length of the drill rig and hauling vehicle.
MAKE SURE there is sufficient clearance when crossing underpasses, bridges and tunnels or
when passing under overhead lines.
15. When moving the drill rig on public access roads, obey all traffic regulations and be sure that
proper clearance flags, lights and warning signs, including the “Slow Moving Vehicle” emblem,
are properly displayed. Know your approximate stopping distance at any given speed. Never
turn corners at excessive speeds. Look in all directions before reversing your direction of
travel.
16. Position the drill rig on the transport vehicle centered from side to side and use proper chock
blocks in front and rear of the tracks .
17. Secure the drill rig to the deck of the transport vehicle with adequate chains or cables and
blocks to meet local regulations.

DM45SP/DMLSP
2.3 -- SAFETY DECALS & NAMEPLATES
Before you operate , maintain, work around or in any other way use this drill, read and understand
the safety decals and safety labels located on the drill. Follow all directions on the labels. Do not
remove or deface the labels. Replace them if they become damaged or lost.
DECALS LIST
Ref. Decal Qty. Location
1 Warning: Falling Derrick 2 Bottom of Tower Raising Cylinders
2 Caution: Excessive Oil 1 Backside of Hydraulic Reservoir
3 Warning: Rotating Parts 2 Both Sides of Power Pack Base
4 Warning: Rotating Shaft 2 Both Sides of Power Pack Base
5 Warning: Rotating Fan Blade 2 Cooler Housing
6 Notice: Engine Failure 1 Cooler Housing
7 Warning: Hot Fluid 1 Cooler Housing
8 Warning: High Pressure 2 Top of Receiver Tank & Tank End Plate
9 Warning: High Pressure Air 1 Horizontal Receiver Tank End Plate
1 Side of Vertical Tank
10 Warning: Combustible Gas 1 Battery Box
11 Notice: Hydraulic Failure 1 Top or side of Hydraulic Tank
12 Warning: Do Not Modify or Alter 1 Operator’s Console
13 Danger: Hazardous Voltage 1 Operator’s Console
14 Warning: Flying Fanblades 1 Dust Collector Fan Wheel
15 Notice: Dust Discharge 1 Front of Dust Collector
16 Warning: No Climbing 2 Both Sides of Tower by Tower Pivot
17 Notice: Avoid Electrical Damage 1 Front or Top of Battery Box
18 Safety Manual 1 Inside Operator’s Cab
CONSOLE NAMEPLATES
Nameplate, Engine Functions 1 See Partsbook for Part Number
Nameplate, Tram (Propel) Functions 1 See Partsbook for Part Number
Nameplate, Compressor Functions 1 See Partsbook for Part Number
Nameplate, Drill Functions 1 See Partsbook for Part Number
Nameplate, Gauges 1 See Partsbook for Part Number
Nameplate, Air Conditioner/Heater 1 See Partsbook for Part Number

DM45SP/DMLSP
Safety Decals
1.
Decal, Warning:
Falling Derrick
Can Cause Severe
Injury or Death
Purge air from circuit

after servicing tower
raising cylinder(s)
Quantity of 2
Located at the bottom
of each tower raising
cylinder 57140360
2.
Decal, Caution:
Excessive Oil
Excessive Hydraulic Oil Can Rupture
Hydraulic Tank and Cause Injury or
Property Damage.
Do not fill hydraulic tank with cylinders
extended.
Retract all cylinders and fill tank to
indicated level.
Quantity of 1
Located on the backside
of the hydraulic reservoir 57140477
3.
Decal, Warning:
Rotating Parts
Rotating Parts Can
Cause Severe Injury
Do not operate with
guard removed.
Quantity of 2
One on each side of
57140345
the power pack base

DM45SP/DMLSP
Safety Decals (continued)
4.
Decal, Warning:
Rotating Shaft
Rotating Shaft Can
Cause Severe Injury
or Death
Do not operate with
guard removed.
Quantity of 2
One on each side of
the power pack base 57140337
5.
Decal, Warning:
Rotating Fan Blade
Rotating Blade Can

Cause Severe Injury
Do not operate with
guard removed.
Quantity of 2
Located on cooler
housing 57140469
6.
Decal, Notice:
Engine Failure
Operation with Partially Filled
Cooling System Can Damage
Engine
Refill engine radiator immediately
after initial fill up and engine
warmup
Quantity of 1
Located on cooler
housing 57140444

DM45SP/DMLSP
7.
Decal, Warning:
Hot Fluid
Hot Pressurized Fluid
Can Cause Severe Burns
Do not open radiator

when hot.
Quantity of 1
Located on cooler
housing 57140402
8.
Decal, Warning:
High Pressure
High Pressure Can Cause
Severe Injury or Death
VERTICAL
Completely relieve pressure before
TANK
removing filler plug, fittings or receiver
cover.
Quantity of 2
Located on side of vertical
receiver tank
Located on top of horizontal

receiver tank and on receiver
tank end plate cover
57140352
HORIZONTAL
TANK

DM45SP/DMLSP
9.
Decal, Warning:
High Pressure Air
High Pressure Air Can

Cause Severe Injury or VERTICAL
Death. TANK
Reduce regulator pressure to

meet service requirements.
Quantity of 1
Located on side of vertical

receiver tank
Located on horizontal receiver
tank end plate cover
HORIZONTAL
TANK
57140428
10.
Decal, Warning:
Combustible Gas
Combustible Gas Can
Cause Severe Burns,
Blindness or Death
Keep sparks and

open flame away
from batteries.
Quantity of 1 57140394
One located on the
battery box.

DM45SP/DMLSP
11.
Decal, Notice:
Hydraulic Failure
Using a Non-- Approved

Hydraulic Oil Can Cause
Hydraulic Component Failure.
This hydraulic system uses an ISO---32

anti---wear hydraulic oil. Any oil used in 57146465
this system must be included on the
approved oils list. Use of any other oil
will void the warranty of hydraulic
system components.
Quantity of 1
Located on top of the hydraulic tank.
12.
Decal, Warning:
Do Not Modify or
Alter
Modification or alteration
of this machine can result
Quantity of 1
in severe injury or death.
Do not alter or modify this Located on the

machine without the express operator’s console
written consent of the
57310831
manufacturer.
Improper operation of
this equipment can cause
severe injury or death.
Read the operator’s manual
supplied with this equipment
before operation or servicing.

DM45SP/DMLSP
13.
Decal, Danger:
Hazardous Voltage
Hazardous Voltage
Will Cause Severe
Injury or Death.
Do not raise, lower or
drive tower into power
lines.
Located on the
operator’s console.
14.
Decal, Danger:
Flying Fanblades
Flying Fanblades Can

Cause Severe Injury.
Do not exceed 4000 RPM

on motor.
Quantity of 1
Located on the dust
collector by fan wheel. 57335192
15.
Decal, Notice:
Dust Discharge
If dust is being discharged
through fan, you must check
filters and correct problem. If
fan wheel is damaged by
dirty air there is no warranty
claim.
Quantity of 1
Located on front of the
dust collector. 57335200

DM45SP/DMLSP
16.
Decal, Warning:
No Climbing
Climbing Raised Derrick
Can Cause Severe Injury
or Death
Do not climb raised derrick.
Lower derrick completely to
service.
Located on the back of the
tower on a cross beam.
17.
Decal, Notice:
To Avoid Electrical Damage
Located on front of the battery box
18.
Safety Manual
Quantity of 1
Located inside the

operator’s cab.

DM45SP/DMLSP
Console Nameplates
DECAL:
DECAL: AC/HEATER
GAUGES
DECAL:
ENGINE
DECAL:
FUNCTIONS
DRILL
FUNCTIONS
DECAL:
COMPRESSOR
FUNCTIONS
DECAL:
TRAM (PROPEL)
FUNCTIONS

DM45SP/DMLSP

DM45SP/DMLSP
2.4 -- HAZARDOUS SUBSTANCE PRECAUTION
The following information is provided to assist the owners and operators of Drilling
Solutions Equipment. Further information may be obtained by contacting your Drilling
Solutions Equipment Distributor.
The following substances are used in the manufacturing of this machine and may be
hazardous to health if used incorrectly.
SUBSTANCE PRECAUTION
1. Anti Freeze Avoid ingestion, skin contact and breathing fumes.
2. Hydraulic Oil Avoid ingestion, skin contact and breathing fumes.
3. Engine Lubricating Oil Avoid ingestion, skin contact and breathing fumes.
4. Compressor Oil Avoid ingestion, skin contact and breathing fumes.
5. Preservative Grease Avoid ingestion, skin contact and breathing fumes.
6. Rust Preventative Avoid ingestion, skin contact and breathing fumes.
7. Engine Fuel Avoid ingestion, skin contact and breathing fumes.
8. Battery Avoid ingestion, skin contact and breathing fumes.
9. SAE Gear Oil Avoid ingestion, skin contact and breathing fumes.
The following substances may be produced during the operation of this machine and may
be hazardous to health.
1. Engine Exhaust Fumes Avoid breathing fumes.
2. Engine Exhaust Fumes Avoid buildup of fumes in confined spaces.
3. Engine Exhaust Fumes Avoid buildup of fumes in confined spaces.
4. Electric Motor Dust Avoid breathing in dust during maintenance.
(Brushes/Insulation)
5. Brake Lining Dust Avoid breathing in dust during maintenance.

DM45SP/DMLSP
2.4 -- HAZARDOUS SUBSTANCE PRECAUTION

DM45SP/DMLSP
2.5 -- SYMBOL IDENTIFICATION
The following drill symbol information is provided to assist the owners and operators of
Drilling Solutions Equipment. Further information may be obtained by contacting your
Drilling Solutions Equipment Distributor.
Caution Read Inspect/Test/Check On/Start

Operator’s
Manual
Off/Stop On/Off Battery Plus/Positive

Condition
Hourmeter Seat (Lap) Belt

Horn
Minus/Negative
Volume Empty Volume Volume Full Circuit

Half---Full Breaker(s)
Primer Gas Inject

Work Light Tram (Propel) (Cold Start)
(Start Aid)
Light

DM45SP/DMLSP
Engine Electric Engine Bypass Start Switch Engine Start

Preheat (Crank Engine)
BYPASS
Engine Engine Oil

Engine On/Run Engine Oil
Rotations (RPM)
Level
Engine Oil Engine Oil Engine Oil Engine Oil

Pressure Pressure--- Temperature Filter
Failure
Engine Air Engine Engine Coolant

Filter Coolant Coolant Level Temperature
Engine STOP and Engine Fault

Emergency Engine Datalink
Electrics ON/OFF Warning
Engine Stop Test Point (Diagnostic)
STOP
RUN

DM45SP/DMLSP
Increase/Decrease Incremental Filling --- Fuel (Diesel)

Adjustment Increase/Decrease Emptying
Fuel Level Fuel Filter Hydraulic Oil Hydraulic Oil

Level
Hydraulic Oil Hydraulic Oil Hydraulic Oil Main Pump

Pressure Temperature Filter Supercharge
Hydraulic Pressure
Drill Rotation Drill Pulldown Drill Pullback

Hydraulic Hydraulic Hydraulic Pressure
Pressure Pressure Drill Feed
STOP
Speed/Direction
UP/STOP/DOWN
Drill Feed Drill Feed

Pulldown Force Pullback Force Main Pump
Drill Feed
STOP
Speed/Direction
CW/STOP/CCW
MP

DM45SP/DMLSP
Control Lever--- Clockwise Counter

Dual Direction Clockwise Drill Mode
Rotation
Rotation
Drill Rotation Drill Rotation

Jack or Leveling Jack
(Clockwise) (Counter Clockwise)
Support Point
To Lower Leveling To Raise Leveling Rear Jack D.C. Side Jack

Jack Jack Indicator Light Indicator Light
Cab Side Jack

Indicator Light Tower Locking
Extend Retract Pin Engaged
Hydraulic Hydraulic
Cylinder Cylinder
Tower Locking
Tower Locking Tower Raise/Lower Lower Derrick
Pin Disengaged
Pin Disengaged Warning Light

DM45SP/DMLSP
Raise Derrick Pneumatic Compressor Intake

Compressed
Energy Closed (Cold Start
Air Pressure
Position)
Compressor Intake Drilling Air Drill Air

Open (Run Position) Drill Air Flow Pressure Throttle Valve
Adjustment
(Zero to
Maximum)
Tram Speed and

Direction Crawler Tramming Transverse Longitudinal
REVERSE/STOP/FORWARD
(Propelling) Angle Angle
STOP STOP
Linear Rotational Parking Brake Brake On

Increase Increase
Pipe Water Injection

Brake Off Wrench Dust Collector
Chain
Wrench

DM45SP/DMLSP
Fluid Flushing
Lower Dust Raise Dust
(Water (Injection) Dust Flap Up
Suction Hood Suction Hood
Air Lubrication
Dust Flap Down Heat ON (Air Flushing with Oil) Lubrication
Oil
Injection
Indicator
Light
Rear Window Front Window

Wiper Wiper Oil Lubrication
Grease Point Point
Lift Point Tie---Down

Points

DM45SP/DMLSP
SECTION 3 --- SPECIFICATIONS
SECTION 3 -- SPECIFICATIONS
SECTION 3
SPECIFICATIONS

DM45SP/DMLSP
SECTION 3 -- SPECIFICATIONS

DM45SP/DMLSP
3.1 -- SPECIFICATIONS
DRILL APPLICATIONS
The DM45SP and DMLSP series drills belong to the Drilling Solutions Mid--Range Drill Product
Line.
The Mid--Range SP drills are built in accordance with state--of--the--art standards and
recognized safety rules. Nevertheless, their misuse may constitute a risk to the life and limb of
the user or third parties and may cause damage to the drills or other material property.
The Mid--Range SP drill must be used in accordance with its designated use as described in
the operating section of this manual (See Section 5). The Mid--Range SP drill must only be
operated by safety--conscious persons who are fully aware of the risks involved in operating
the drill. Any functional disorders, especially those affecting the safety of the drill, must be
corrected immediately.
Designated Applications
The DM45SP is designed exclusively for production blasthole drilling by rotary action, to
depths up to 50 ft. (15.2 m) in a single pass without a drill pipe change, on prepared benches
which are flat and firm. The nominal hole size diameter ranges from 5--1/2 in. (114.3 mm) to
6--3/4 in. (171.5 mm) for rotary or downhole hammer drilling methods.
The DMLSP is designed exclusively for production blasthole drilling by rotary/percussive
action, to depths up to 60 ft. (18.3 m) in a single pass without a drill pipe change, on prepared
benches which are flat and firm. The nominal hole size diameter ranges from 6--7/8 in. to 9--7/8
in. (173 mm to 251 mm) for rotary bit applications and 6 in. to 8--7/8 in. (152 mm to 225 mm) for
DHD (down the hole) drilling applications using a high pressure compressor.
Non Designated Applications
The Mid--Range SP drills are not designed for pioneering/earthmoving applications. The
Mid--Range SP drills are not designed for use on inclined surfaces or on soft and unstable
ground. Use of the drills for purposes other than that mentioned (such as for towing other
vehicles or equipment) is considered contrary to its designated use. The manufacturer
/supplier cannot be held liable for any damage resulting from such use. The risk of such misuse
lies entirely with the user.
Special order drills are designed and equipped with a remote tramming control console which
must be used when tramming over unstable ground conditions or when loading the drill up
ramps onto a trailer. The remote control enables the operator to control and move the drill from
a vantage point outside the drill.
Operating the drill within the limits of its designated use also involves compliance with the
inspection and maintenance directives contained in the operating manual.
Set up the SP Drill on a level surface. If this is not available, the site and the way to the
site should be adequately prepared prior to drill setup.

DM45SP/DMLSP
GENERAL SPECIFICATIONS
drilling rig specifically designed for production blasthole drilling to depths of up to 50 ft. (15.2 m)
in a single pass without a drill pipe change. Nominal hole size is 5--1/2 in. (114.3 mm) to 6--3/4
in. (171.5 mm) with DHD (Down Hole Drill). Feed pressure generates a bit load of up to 25,000
lb. (11,340 kg). The standard DM45/LP utilizes a diesel engine to drive the air compressor and
hydraulic systems. Operation of the drill is performed using electric over hydraulic controllers
ergonomically located so that the operator faces the drill centralizer while drilling. The vertical
drill package is standard and an angle drill option package is available.
The DM45SP comes equipped with an I--R oil flooded asymmetrical rotary screw design air
compressor. Technical Specifications are for the standard DM45SP configuration. Your
specific drill may or may not have all Options available.
meters) in a single pass without a drill pipe change. Nominal hole size range is 6--7/8 in. (173
mm) to 9--7/8 in. (251 mm) for rotary bit applications. For DHD (Down Hole Drilling) with
high--pressure air compressor options, nominal hole size range is 6 in. (152 mm) to 8--7/8 in.
(225 mm). Feed pressure generates a bit load of up to 54,000 lb. (24,494 kg). The standard
DMLSP utilizes a diesel engine to drive the air compressor and hydraulic systems. Operation of
the drill is performed using electric over hydraulic controllers ergonomically located so that the
operator faces the drill centralizer while drilling. The vertical drill package is standard and an
angle drill option package is available.
The DMLSP comes equipped with an I--R oil flooded asymmetrical rotary screw air
compressor. Technical Specifications are for the standard DMLSP configuration. Your specific
drill may or may not have all Options available.
The power pack, which consists of a diesel engine directly coupled to an I--R asymmetrical air
compressor on one end and a hydraulic pump drive on the other, is mounted on its own sub
base. The sub base is then mounted to the drill mainframe. This in--line drive train configuration
maximizes mechanical efficiency. The separate sub base isolates the components from drilling
and propel shock loads and maintains alignment between the components. The SP drill
incorporates three (3) leveling jacks to keep the drill level and stable while drilling.
The overall tower design, combined with the location of the rotary table, increases rig stability,
decreases the tower bending movement, and provides greater single--pass capability.
Rotation is supplied by a hydraulic rotary table drive assembly. The elevated table allows
changing of the bit and hammer above the table. A drive hub engages the kelly drive bushing
and transmits power from the rotary table to the drive hub which drives the fluted kelly. The kelly
bar is pulled up and down by two heavy--duty chains through a cluster sprocket located above
the rotary table. An over--center valve insures smooth movement of the kelly bar with minimum
energy loss. Traveling stabilizers maintain the kelly bar alignment under down feed pressure.

DM45SP/DMLSP
OPERATIONAL LIMITATIONS
Ambient Temperature Range:

The drills come equipped for an ambient temperature working range between limits of 125_F
(52_C) Maximum and 15_F(--9_C) Minimum.
Ground Pressure:
The DM45SP utilizes an excavator type undercarriage with design ground pressure limit of
10.66 psi (73.5 kPa).
The DMLSP utilizes an excavator type undercarriage with design ground pressure limit of
10.52 psi (72.5 kPa).
Operating Conditions For Stability:
Stability is affected by the Tower position and orientation of the drill, surface stability (bearing
strength), and wind conditions.
Set up DM45SP/DMLSP drills on a level surface. If this is not available, prepare the site and
the way to the site before set up and drilling.
Do not move or transport the SP series drill with the tower in the raised (up) position.
Travel at a safe speed relevant to surrounding conditions.

Contact your local Drilling Solutions distributor, dealer or service office for further information.
Sound Pressure Limitations (EEC Requirement):
Operator Exposure to Noise Emission -- In accordance with the requirements of clauses 1.75f
of Annex I of the Machinery Directive 89/392/EEC and Directive 91/368/EEC, EN791 Annex A
Cl. 4.1, the drill has been tested at normal engine operating speed at the following maximum
values: At Operators Station (in closed cab, seated/standing positions = less than 85 dBA.
Tests were conducted with machine running at operating engine speed. Machine was in an
open field with no structural objects reflecting sound.
Vibration Exposure Limitations (EEC Requirement):
Operator Exposure to Vibration -- In accordance with the requirements of clauses 22.2 of
Annex I of the Machinery Directive 89/392/EEC and Directive 91/368/EEC, EN791 Annex A Cl.
4.1, the drill has been tested and the weighted root mean square acceleration value to which
arms are subjected does not exceed 2.5 m/s@. Weighted root mean square acceleration to
which body (feet and posterior) is subjected does not exceed 0.5 m/s@. Tests were conducted
with machine running at operating engine speed. The drill was in an open field with no
structural objects reflecting sound.

DM45SP/DMLSP
STANDARD EQUIPMENT AND SPECIFICATIONS
1. Insulated Cab With FOPS And Noise Abated Less Than 80 dBa
2. Cab Pressurizer / Ventilator / Heater
3. “No Visible Emission” Dust Collector
4. Nine Quartz Halogen Night Lighting Package
5. Rectangular Dust Hood With Skirting And Hydraulically Retractable Front Curtain
6. Cooler Package Rated To 125_F (52_C) Ambient
7. Heavy Duty Engine Silencer / Muffler
8. Separate Air Intake Filters with Quick Release Dust Drop Covers for Engine & Air Compressor
9. Hydraulically Powered Auxiliary Chain Wrench
10 380 Gallon (1,438 L) Fuel Tank
11 . DM45SP Single Motor Rotary Table with a Variable Hydraulic Motor (0--220 RPM) and a
Maximum Torque of 4,000 ft/lb. (5,424 Nm).
DMLSP Single Motor Rotary Table with a Variable Hydraulic Motor (0--150 RPM) and a
Maximum Torque of 7,500 ft/lb. (10,170 Nm).
12. Hydrostatic Motor Feed System
13 . Three 48 in. (1,219 mm) Stroke Leveling Jacks
14 . DM45SP 80,000 lb. (36,288 kg) GVW Rated Excavator Type Undercarriage
DMLSP 120,000 lb. (54,432 kg) GVW Rated Excavator Type Undercarriage
15. DM45SP 23.6 in. (600 mm) Wide Triple Bar Grousers
DMLSP 31.5 in. (800 mm) Wide Triple Bar Grousers
16. Reinforced Rectangular Steel Track Frame with Oscillation Yoke
17. Walkways and Railings Designed For Superb Maintenance Access
18. Full depth kelly bar
19. Kelly RPM tachometer on console
20. Remote Tower Pinning
21. Backup Alarm
22. Ether Injection
23. Jacks Indicator Lights
Note: Specifications represented are calculated values at 100% efficiency and are subject to
change without notice.

DM45SP/DMLSP
MAIN FRAME
The DM45SP main frame is designed and weld fabricated for Drilling Solutions of 10 in. x 10 in.
(254 mm x 254 mm) structural steel tubing for both rails and crossbeams.
The DMLSP main frame is designed and weld fabricated for Drilling Solutions of 10 in. x 14 in.
(254 mm x 356 mm) structural steel tubing for both rails and crossbeams.
LEVELING JACK SPECIFICATIONS

The standard SP Series drills utilize a three--point, 48 inch (121.9 cm) stroke, hydraulic jack
system with 30 inch (762 mm) O.D. jack pads.
Description DM45SP DMLSP

Type: Hydraulic cylinder with double holding valves (Set @ 4500---5000
PSI)
Quantity: Three Three
Bore x Stroke/Rod Diameter:
(Two) Drill Side: 5 in. x 48 in. / 4 in.
(127 mm x 1,219 mm / 102 mm)
(One) Non Drill Side: 5 in. x 48 in. / 4 in. 6 in. x 48 in. / 4.5 in.
(127mm x 1,219mm / 102 mm) (152mm x 1,219mm / 114.3mm)
Lift Capacity:
Drill Side 58,900 lb. (26,717 kg) each 54,010 lb. (24,499 kg) each
Non---Drill Side 58,900 lb. (26,717 kg) 77,274 lb. (35,051 kg)
Jack Pad Diameter: 30 in. (762 mm)
Jack Pad Area: 706.8 in.@ (4,560 cm@) each
Jack Indicator Lights: Three lights on the cab console illuminate when the jacks are fully
retracted.
Function: Raise and level the drill off the ground
UNDERCARRIAGE AND PROPEL SYSTEM

The SP Drills utilize an excavator type undercarriage, built to Drilling Solutions specifications
and driven directly by a planetary gear reduction system and two hydraulic motors.
A “walking beam” oscillation yoke allows the drill to propel over uneven ground without
imposing excessive torsional stress on the main frame.
Both tracks are individually controlled with each track acting as an independent unit for steering
purposes.
The tracks are hydraulically adjustable with a spring recoil system and are equipped with wide
replaceable triple bar grouser pads.

DM45SP/DMLSP
Undercarriage And Propel Specifications
Description DM45 / DM50 DML

Type: Excavator (Caterpillar 325L or Excavator (Caterpillar 330EL or
equivalent) equivalent)
Frame Construction: Reinforced rectangular steel frame
Rated GVW: 80,000 lb. (36,288 kg) 100,000 lb. (45,360 kg)
Mounting: Oscillating walking beam (5_ each side; total 10_)
Total Crawler Length: 184 in. (4,674 mm) 209 in. (5308.6 mm)
Take---Up Adjustment: Hydraulic (grease) slack adjustment, spring recoil
Rollers: 10 Lower / 2 Upper 11 Lower / 2 Upper
Location: Strategically located for load distribution relative to the tower
position (vertical or horizontal)
Roller Size: 6.3 in. (160 mm) 7.09 in. (180.09 mm)
Roller Bearings: Sealed---for---life
Track Pads:
Width: Standard 23.6 in. (600 mm) Standard 31.5 in. (800 mm)
Type: Triple Bar Grouser
Rock Guards: Full length rock guards/track guides are standard
Brakes: Plate type, spring applied, hydraulically released
Tow Release: Track drive manually releases for emergency towing
Drive: Hydraulic motors through planetary reduction
Propel Motors: Two
Type: Hydraulic, axial piston, fixed displacement
Rating: 165 hp (123 kW) each 175 hp (130.5 kW) each
Propel Speed Range: 0 to 2.4 MPH (0 to 3.86 km/hr.) 0 to 1.7 MPH (0 to 2.7 km/hr.)
TOWER
The Drill is a single--pass drill. The tower is constructed of welded rectangular steel tubing. The
fabrication is constructed by Drilling Solutions in a special roll--over fixture that helps provide
optimum welds.
The tower is raised and lowered by two hydraulic cylinders. Raising the tower to the vertical
position can be accomplished in less than one minute. Tower pinning is performed remotely
from within the operator’s cab. An angle drilling option is also available.

DM45SP/DMLSP
Tower Specifications
Tower DM45SP: 50 ft. (15.24 m) Single Pass
DMLSP: 50 ft. (15.24 m) Single Pass
DMLSP: 60 ft. (18.29 m) Single Pass
Tower Construction: Four main member, open front, ASTM A500 GRB rectangular steel
tubing, all welded construction.
Tower Length: 50 ft. (15.24 m) tower is 68 ft. (20.73 m) in length
60 ft. (18.29 m) tower is 78 ft. (23.77 m) in length
Tower Raising Cylinders: Two (2) hydraulic cylinders
DM45SP 5.5” bore diameter x 48.3” stroke x 3” rod diameter
50 ft. (15.24m) (140 mm bore x 1,226.82 mm stroke x 76.2 mm rod)
DMLSP 5.5” bore diameter x 51.13” stroke x 3” rod diameter
50 ft. (15.24m) (140 mm bore x 1,298.7 mm stroke x 76.2 mm rod)
DMLSP 6.5” bore diameter x 51.13” stroke x 3.5” rod diameter
60 ft. (18.29m) (165.1 mm bore x 1,298.7 mm stroke x 88.9 mm rod)
Breakout System: Hydraulic powered breakout wrench
Kelly Specifications
Hole Depth Kelly Diameter Kelly Length Approximate Thread* Size
Weight and Type
50 ft. (15.2 m) 4.5 in. (121 mm) 58 ft. (17.7 m) 1,597 lb. (724 kg) 3.5 in. Reg.
6.25 in. (159 mm) 2,178 lb. (988 kg) 4.5 in. Reg
7 in. (178 mm) 2,468 lb. (1,119 kg) 5.5 in. Reg
60 ft. (18.2 m) 4.5 in. (121 mm) 68 ft. (20.7 m) 1,872 lb. (849 kg) 3.5 in. Reg.
6.25 in. (159 mm) 2,553 lb. (1,158 kg) 4.5 in. Reg
7 in. (178 mm) 2,893 lb. (1,312 kg) 5.5 in. Reg
* All kellys have pin connections on both ends.
ROTARY TABLE
Rotation on the Single Pass drill is supplied by a hydraulic motor driven rotary table assembly. A
single, variable displacement, hydraulic motor drives the kelly bar through an initial planetary
reduction, supplying input to the spur gear reduction.
The 3.5 in. (88.9 mm) thick main gear has a drive housing fixed to the center that accepts a
replaceable kelly drive bushing into slots that are machined in the top. This bushing has three
flutes machined on the interior that match those on the kelly bar. Two machined steel pins ride
in each flute to provide the rotary power to the kelly bar. They and the drive bushing are secured
to the drive housing by a bolt--on cover that provides easy maintenance access.

DM45SP/DMLSP
ROTARY TABLE (continued)

The rotation pressure is shown by a gauge on the control panel, enabling the operator to
monitor bit operation and adjust the feed pressure accordingly. The rotation speed is shown on
the standard tachometer mounted in the cab.
Rotary Table Specifications
Model DM45SP DMLSP
Size: 6.0 SV---1---7.25
Speed Range: 0---220 RPM Variable, 0 to 150 RPM
Rotary Table Torque: 4,000 ft/lb. (5,424 Nm) 7,500 ft/lb. (10,170 N---m)
Rotary Table Motors: One
Type: One---Fixed Displacement One Variable Displacement
Axial Piston
Reduction: 7.335:1 through Planetary
2.6:1 through Spur Gear
Rotary Table Horsepower: 158 HP (118 KW)
Reduction: 15:1
Rotary Table Dry Weight: 3,010 lb. (1,365 kg)
FEED SYSTEM
The “closed--loop” hydrostatic feed system is powered by a single variable displacement motor
through a planetary gear reduction and feed sprocket cluster. The feed motor, brake assembly
and planetary are located on the dust collector side, outside of the tower, for easy service
access. The sprocket cluster raises and lowers the kelly bar smoothly and positively by way of
heavy duty feed chains. Chain sprockets place feed pressure directly over the bit, preventing
any tendency for the kelly to bind under heavy feed pressure. The kelly is fitted with two
traveling stabilizers to minimize deflection.
Single lever operation of feed speed and direction gives the operator greater ease of
operation. This simplified control also provides faster down feed. The closed loop system
operates up to 18% more efficiently due to lower flows and the resulting reduced pressure
drop. This enables the pumps to operate in the more efficient portion of their performance
curves.
Feed Specifications
DM45SP DMLSP
Bit Loading/Pullback Capacity: 25,000 lb. (11,340 kg) 54.000 lb. (24,494 kg)
Mechanism Type: Hydraulic Motor and Feed Chain
Pulldown Chain: 160H
Rating: 100,000 lb. (45,360 kg) per
side
Fast Feed/Retract Speed: 80 fpm (24.4 mpm) 100 fpm (30.5 mpm) std.

DM45SP/DMLSP
POWER PACK
The power pack consists of a diesel engine directly coupled to an I--R air compressor on one
end and a hydraulic pump drive on the other end. This complete power pack assembly is
mounted on its own sub base, which in turn is mounted to the rig frame. The in--line drive train
configuration maximizes mechanical efficiency. The separate “floating” sub base isolates the
components from drilling and propel shock loads and helps to maintain alignment between
them.
A heavy duty engine silencer/muffler is provided to reduce engine noise emission. Separate
engine and air compressor air cleaners have quick release dust drop covers, as standard, for
easy maintenance.
Cooler
A single side--by--side--by--side coolers package is provided for the hydraulic oil, compressor
oil and diesel engine coolant. All coolers are mounted side by side in one package and each
section can be individually removed for easy maintenance. This package provides 125_F
(52_C) ambient cooling with a single motor assembly and large fan rotating at relatively low
speeds. This design is more efficient and produces less noise than dual cooler arrangements.
Cooling Package Specifications
Type: Side by side cooler package (engine compressor, hydraulic)
Fan Drive: Axial Piston hydraulic motor
Rating: 125_F (52_C) ambient at sea level
Fan Blade: 54 in. (137.16 cm), 8 blade fan
Function: Cools hydraulic oil, compressor oil and diesel engine coolant.
AIR COMPRESSOR
All air compressors used on the Drills are manufactured by I--R and are of the oil flooded
asymmetrical rotary screw design. Tapered Roller bearings are used to handle thrust and radial
loads. The receiver capacity is 38 gallon (144 liter). The compressor is directly driven by the
diesel engine.
Regulation of the low pressure compressor is controlled by an “ON--OFF” type system. When
the drilling operation does not demand air, the air compressor load can be removed, thereby
conserving engine horsepower, extending compressor life and providing ease of starting,
particularly under cold weather conditions. A standard oil pump is available to maintain
continuous oil flow when the compressor inlet is closed.
Standard equipment for the air compressor includes a separate two--stage air cleaner and full
instrumentation and controls.The lubrication system includes an oil cooler, bypass valve, oil
filter, oil pump, and combination air receiver and oil separator tank. A safety shut down system
is provided for high discharge air temperature.
The oil pump allows the operator to close the intake valve when no air is required. This greatly
reduces the engine load which saves fuel and facilitates cold weather starting.

DM45SP/DMLSP
Low Pressure Air Compressor

I--R low pressure compressors are the single stage asymmetrical rotary screw type with tapered
roller bearings and lubricated by a positive, gear oil pump.
Capacities and Pressures Available

Size Compressor CFM @ psi (m#/min. @ kPa)
XL900 Series: 900 CFM @ 110 psi (25.5 m#/min. @ 758 kPa)
XL1050 Series: 1050 CFM @110 psi (29.7 m#/min. @ 758 kPa)
XL1200 Series: 1200 CFM @110 psi (34.0 m#/min. @ 758 kPa)
High Pressure Air Compressor
I--R high pressure compressors are the HR2.5 two stage, over--and--under, oil flooded
asymmetrical rotary screw type with tapered roller bearings and lubricated by a positive, gear oil
pump.
Capacities and Pressures Available

Size Compressor CFM @ psi (m#/min. @ kPa)
HP900 Series: 900 CFM @ 350 psi (25.5 m#/min. @ 2,413 kPa)
ENGINE
1. Engine Type Diesel
2. Fuel Capacity 380 gallon (1440 L)
Cat Engines
Manufacturer Model hp (kW) @ RPM Compressor
CFM @ psi (m#/min. @ kPa)
Caterpiller C15 425 (317kW) @ 1800 rpm XL900 @ 110 (25.5 @ 758)
475 (354kW) @ 1800 rpm XL1050 @ 110 (29.7 @ 758)
525 (390kW) @ 1800 rpm XL1200 @ 110 (34.0 @ 758)
C16 600 (447kW) @ 1800 rpm XL1600 @ 110 (45.3 @ 758)
C15 525 (390kW) @ 1800 rpm HP900 @ 350 (25.5 @ 2413)
C16 600 (447kW) @ 1800 rpm HP1070 @ 350 (30.3 @ 2413)
3412E 760 (566kW) @ 2100 rpm HP1250 @ 350 (35.4 @ 2413)

DM45SP/DMLSP
Cummins Engine
Manufacturer Model hp (kW) @ RPM Compressor
CFM @ psi (m#/min. @ kPa)
Cummins QSX15 425 (317kW) @ 1800 rpm XL900 @ 110 (25.5 @ 758)
475 (354kW) @ 1800 rpm XL1050 @ 110 (29.7 @ 758)
525 (390kW) @ 1800 rpm XL1200 @ 110 (34.0 @ 758)
600 (447kW) @ 1800 rpm XL1600 @ 110 (45.3 @ 758)
QSK19 760 (566kW) @ 2100 rpm XL1900 @ 110 (45.3 @ 758)
QSX15 525 (390kW) @ 1800 rpm HP900 @ 350 (25.5 @ 2413)
600 (447kW) @ 1800 rpm HP1070 @ 350 (30.3 @ 2413)
QSK19 760 (566kW) @ 2100 rpm HP1250 @ 350 (35.4 @ 2413)
HYDRAULIC SYSTEM
All drilling and propel functions are hydraulically powered. The hydraulic system consists of a
82 gallon (310 Liter) hydraulic reservoir with 10 micron filtration, hydraulic pumps mounted on a
three hole drive gearbox and various motors, valves, cylinders, pipes, hoses, filters and
gauges. A hydraulic oil cooler assures cool oil temperatures to maximize system efficiency and
component life.
The three hydraulic pumps are mounted for convenient service access on a single three--hole
gear box driven off the engine through a drive shaft.
The two main pumps supply hydraulic power to either drilling functions (Drill Feed and
Rotation) or Tram (Propel) functions. The auxiliary circuits double pump supplies oil for all other
functions other than tramming, drill feed/rotation.
Hydraulic System Pressures

Rotation and Propel: 4,500 psi (31,028 kPa)
Feed System: 4,500 psi (31,028 kPa) pulldown
4,500 psi (31,028 kPa) pullback
Auxiliary Circuits: 2,750 psi (18,961 kPa)
Main Pumps
Main Pumps:
Number: Two
Type: Pressure compensated, variable displacement, axial piston
Displacement: 7.25 in.#/rev. (63 gpm @ 2004 rpm)
Capacity: 0 to 63 gpm (0 to 238.48 L/min.) @ 2,004 rpm each
Function: Feed, rotation and propel (one pump per track)

DM45SP/DMLSP
Double Pump
Double Pump Specifications (DM45SP)
Number: One
Type: 2---section, vane, fixed displacement
Capacity: P1 Section: 4.84 in.#/rev (42 gpm /159 lpm. @ 2004 psi)
P2 Section: 2.81 in.#/rev (24.38 gpm /92 lpm. @ 2004 psi)
Function: P1 Section: Cooler package fan motor
P2 Section: To 6---spool valve (tower raising, leveling jacks,
water injection/dust collector options) and to
9---spool valve (chain wrench, tower pinning,
kelly brake, air throttle and dust flap).
Double Pump Specifications (DMLSP)

Number: One
Type: 2---section, vane, fixed displacement
Capacity: P1 Section: 4.84 in.#/rev (42 gpm /159 lpm. @ 2004 psi)
P2 Section: 3.56 in.#/rev (31 gpm /117 lpm. @ 2004 psi)
Function: P1 Section: Cooler package fan motor
P2 Section: To 6---spool valve (Hoist, tower raising, leveling
jacks, water injection/dust collector options) and
to 9---spool valve (telescopic curtain, breakout
wrench, tower pinning, kelly brake, air throttle
and dust flap).
Feed Motor
Model DM45SP DMLSP
Capacity: 6.0 in.#/rev 7.25 in.#/rev
Number: One
Axial Piston
Fast Feed Speed: 80 fpm (24.4 mpm) 100 fpm (30.5 mpm)
Retract Speed: 80 fpm (24.4 mpm) 100 fpm (30.5 mpm)
Function: Powers the “closed---loop” hydrostatic feed system through a
planetary gear reduction and feed sprocket cluster.

DM45SP/DMLSP
Rotary Table Motor
Model DM45SP DMLSP

Size: 6.0 7.25
Number: One
Axial Piston
Speed Range: 0---220 RPM Variable, 0 to 150 RPM
Rotary Table Torque: 4,000 ft/lb. (5,424 Nm) 7,500 ft/lb. (10,170 N---m)
Reduction: 7.335:1 through Planetary
2.6:1 through Spur Gear
Rotary Table Horsepower: 158 HP (118 KW)
Function: Drill Rotation
Propel Motors
Propel Motors: DM45 / DM50 DML

Type: Hydraulic, axial piston, fixed displacement
Number: Two
Size: 9.76 in.#/rev.
Rating: 165 hp (123 kW) each 175 hp (130.5 kW) each
Propel Speed Range: 0 to 1.9 MPH (0 to 3.1 km/hr.) 0 to 1.7 MPH (0 to 2.7 km/hr.)
Function: Left Hand Track Drive and Right Hand Track Drive
Fan Motor
Fan Motor Specifications

Number: One
Type: Variable Displacement, 7.25 in.#/rev.
Variable Displacement, 8.0 in.#/rev.
(for 760hp engines with XL1900,HP1250)
Function: Cooler Package Fan Motor
Auxiliary Hoist Motor
Auxiliary Hoist Motor Specifications

Number: One
Type: Fixed displacement, 3.90 in.#/rev.
Function: Facilitates drill pipe handling

DM45SP/DMLSP
Dust Collector Motor

Dust Collector Motor Specifications:
Number: One
Type: Fixed Displacement, Hydraulic Vane Motor, 1.5 in.#/rev.
Operating Pressure: 3,000 psi (20,685 kPa)
Function: Drives Dust Collector Blower Fan
Water Injection Pump Motor (option)

Water Injection Pump Motor Specifications:
Number: One
Type: Fixed Displacement, Bidirectional, 10 in.#/rev.
Function: Drives Water Injection Pump
Hydraulic Reservoir
Hydraulic Reservoir Specifications
Hydraulic Reservoir
System Capacity: 150 gallons (568 L) approximately
Capacity: 82 gallons (310 L)
Location: Within Tower Support Structure
Standard Equipment: Oil Level Indicator and Oil Temperature Gauge
Leveling Jack Cylinders

Description DM45SP DMLSP
Type: Hydraulic cylinder with double holding valves
(Set @ 4500---5000 PSI)
Quantity: Three
(Two) Drill Side: 5 in. bore x 48 in. stroke / 4 in. rod diameter
(127 mm x 1,219 mm / 102 mm)
(One) Non Drill End: 5 in. x 48 in. / 4 in. 6 in. x 48 in. / 4.5 in.
(127mm x 1,219mm / 102 mm) (152mm x 1,219mm / 114.3mm)
Lift Capacity:
Drill Side 58,900 lb. (26,717 kg) each 54,010 lb. (24,499 kg) each
Non---Drill Side 58,900 lb. (26,717 kg) 77,274 lb. (35,051 kg)
Jack Pad Diameter: 30 in. (762 mm)
Function: Raise and level the drill off the ground

DM45SP/DMLSP
Tower Raising Cylinders

The tower is raised and lowered by two hydraulic cylinders. Raising the tower to the vertical
position can be accomplished in less than one minute.
Tower Raising Cylinders Specifications

Type: Hydraulic Cylinder
Quantity: Two
Bore x Stroke/Rod Diameter
DM45SP: 5.5 in. x 48 in. x 3 in. (139.7 mm x1,219.2 mm x 76.2 mm)
DMLSP: 6.5 in. x 51.13 in. x 3.5 in. (165.1 mm x1,298.7 mm x 88.9 mm)
Function: Raise and lower the tower
Tower Pinning Cylinder(s)

Hydraulic operated tower pinning is performed remotely from the operator’s console.
Tower Pinning Cylinder(s) Specifications

Quantity: Two
DM45SP:
DMLSP: 1.5 in. x 3 in. x 1 in. (38.1 mm x 76.2 mm x 25.4 mm)
Function: Automatic tower pinning
Auxiliary Breakout Chain Wrench Cylinder

The auxiliary breakout wrench is a hydraulic cylinder powered chain wrench.The auxiliary
breakout chain wrench is clamped around the box end of the drill pipe above the table. By
operating the breakout cylinder, the pipe joint can be broken and the drill rod set in the carousel.
Auxiliary Breakout Chain Wrench Cylinder Specifications

Quantity: One
Size: 3.5 in. x 10 in. x 1.5 in. (88.9 mm x 254 mm x 38.1 mm)
Function: Used for breaking joints between kelly bar and bit.

DM45SP/DMLSP
Telescopic Curtain Cylinders
Telescopic Curtain Cylinder Specifications

Quantity: Two
Size: 2 in. x 16 in. x 1 in. (50.8 mm x 406.4 mm x 25.4 mm)
Function: Used for raising and lowering the telescopic dust curtain.
Dust Flap Cylinder
Dust Flap Cylinder Specifications

Quantity: One
Size: 3 in. x 10 in. x 1.25 in. (76.2 mm x 254 mm x 31.75 mm)
Function: Used for raising and lowering the dust flap.
Air Throttle Cylinder
Air Throttle Cylinder Specifications

Quantity: One
Size: 2.5 in. x 5 in. x 1.5 in. (63.5 mm x 127 mm x 38.1 mm)
Function: Used for opening and closing the air throttle.

DM45SP/DMLSP
DUST COLLECTOR
A “No Visible Emission” dry dust collector is standard equipment on the Drill. It is a pleated
paper element type fan/filter unit. Interval flushing is controlled by an electronic timer. A
vacuum hose allows the fan/filter unit to draw the dust out of the collection area. The dust is
removed from the air stream as the air flows through the pleated paper filter elements. Heavy
cuttings are contained around the hole.
Type: “No visible Emission” pleated paper element with pneumatic flushing
Model: Model and capacity are dependent on size of air compressor.
Dust Collector Specifications

3600 CFM 4500 CFM 7SB
Capacity: 3,600 CFM 4,500 CFM 7,000 CFM
(102 m#/min.) (127 m#/min.) (198 m#/min.)
Mounting: Fender Mounted Top of Jack
Configuration: Rectangular Cyclone
Dimensions:
Length: 52.0 in. (1,321 mm) 72 in. (1,829 mm) 61 in. (1,549 mm)
Height: 88.5 in. (2,248 mm) 72 in. (1,829 mm)
Width (Diameter): 25 in. (635 mm) 24 in. (610 mm) 53.5 in. (1,359 mm)
Number of Filter Four (4) Six (6) Nine (9)
Elements:
Inlet Diameter: 8 in. (203 mm) 10 in. (254 mm) 12 in. (305 mm)
Compressors Used XL1200 XL1600 XL1900
With: HP1050
HP1250
Dust Hood 8 in. (203mm) O.D. 10 in. (203mm) O.D. 12 in. (305mm) O.D.
Connection: Suction Hose Suction Hose Suction Hose
Fan Motor: Hydraulic Vane Motor, Fixed Displacement
Motor Operating 3,000 psi (20,685 kPa)
Pressure:
Flow Control Valve: Yes
Internal Baffle: Internal Baffle between Collector Intake Duct and Filters
Dust Hood: Rectangular with Split Curtains and Hydraulically Retractable Front
Curtain
Dust Curtain Conveyor Belting
Material:

DM45SP/DMLSP
OPERATOR’S CAB AND CONSOLE

All operational functions can be controlled from the driller’s console within the cab of the Drill.
The cab is thermally insulated, heated, and ventilated. The cab is equipped with tinted safety
glass windows, kick plates, an adjustable swivel seat and two lockable doors. There is an
internal 40--watt light for cab interior illumination. Night Lights are operated from a 24--volt
electrical system.
See Section 4 Operating Controls & Instruments for further information on the driller’s console.
Operator’s Cab Specifications
Thermal/Sound Insulation: Noise abated (Less than 80 dBa)
Dimensions: Width: 64 in. (1.63 m)
Length: 76 in. (1.93 m)
Height: 86 in. (2.18 m)
Number of Doors: Two: S One hinged on drill deck side
S One hinged on outboard side
Control Console All controls are electric over hydraulic. The console is hinged for
Serviceability: simplified access to the controllers. A wiring harness leads from
the controllers to the spool valves and main pump controllers.
Heater/Ventilator: 42,330 Btu, 400 CFM
Ventilators: Louver style vents are provided to direct the air flow for optimal
comfort.
Cab Glass: Tinted Safety Glass
Kick Plates: Yes
Operator Seat: One swivel type, adjustable, high back with arm rests.
Design: 1 piece construction and FOPS certified.
Isolation: Isolation mounted
Torque Limit Control

Excessive torque being applied to drill pipe joints is no longer a problem with the torque limit
control, which allows the driller to preset the maximum torque capability of the rotation system. The
rotation torque limit control option controls the amount of pressure being applied to the rotary table
rotation motor. It can be adjusted to aid in connecting bits and DHD’s or to limit torque on the bit
during difficult drilling conditions.
NIGHT LIGHTING SPECIFICATIONS

A nine--light halogen night lighting system is provided as standard for operator visibility under
low light operating conditions. There is an internal 40--watt light for cab interior illumination.
OneHole Collar Area Illumination
OnePower Pack Illumination
Two Tower Illumination
FiveTramming Illumination

DM45SP/DMLSP
STANDARD TOOLS MANUALS

1. Kelly Bar
2. Kelly Centralizer Bushing
3. Grease Gun
4. Blow Gun with Hose
5, Spare filter elements for compressor oil, hydraulic oil, engine oil and fuel filters.
6. O--ring Kit
7. Maintenance and Parts Manuals (3 set)
8. CD ROM Serial Parts Manual (3 PDF)
DIMENSIONS AND WEIGHTS

Weights and DM45SP DMLSP
Dimensions 50 ft. (15.2m) Tower 50 ft. (15.2m) Tower 60 ft. (18.3 m) Tower
Height, Tower Up 71 ft.---7 in. (21.8 m) 82 ft.---7 in. (25.2 m)
Working Height: 76 ft.---6 in. (23.3 m)
Height, Tower Down: 19 ft.---7 in. (6.0 m)
Shipping Height: 14 ft. (4.27 m)
Length, Tower Up: 31 ft.---10 in. (9.70 m) 37 ft.---6 in. (11.43 m)
Length, Tower Down: 72 ft. (21.9 m) 68 ft. (20.7 m) 79 ft. (24.1 m)
Overall Width: 13 ft.---10 in. (4.2 m)
Shipping Width: 13 ft.---4 in. (4.06 m)
Working Width: 20 ft. (6.1 m)
Approx. Net Weight: 90,000---100,000 lb. (40,824---45,360 kg)
Shipping Weight: 70,000---73,000 lb.
(31,572---33,112 kg)
Working Weight: 75,000---78,000 lb.
(34,020---35,400 kg)
Performance specifications are based on maximum computed values and are subject to revision
without notification. Nothing in this manual is intended to extend any warranty or representation,
expressed or implied, regarding the products described herein. Any such warranties or other terms
and conditions shall be in accordance with Drilling Solutions’s standard terms and conditions of
sale for such products, which are available upon request.
Specifications represented herein are calculated values at 100% efficiency. Drilling Solutions is
constantly striving for product improvements and enhancements. Accordingly, Drilling Solutions
reserves the right to make such changes in specifications and design as the company considers in
conformity with this policy or are due to unavailability of materials or assemblies. Final confirmation
of current specifications should be made by contacting Drilling Solutions Marketing at Garland,
Texas, USA.

DM45SP/DMLSP
OPTIONAL EQUIPMENT
Air Conditioning
The operator can control the blower speed to regulate flow through the air conditioner
evaporator. The operator also has the capability of directing the air flow with the use of vents
and louvers placed above and below the control panel. A heater / ventilator is standard
equipment and is enclosed in the same package. Air Conditioner Specifications are:
Air Conditioner: 36,770 Btu/hr. (8,793 W)

Coolant: R---134A
Central Lubrication Option

a. Manual:
The Centralized Manual Lubrication Manifold allows lubricating of all non--traveling grease
points from a single station.
b. Automatic:
The Automatic Central Machine Lube System has an air pump and timer and provides
lubrication to all non--traveling grease points on the drill through metered injectors.
Central Service System Option

The Central Service System allows for replenishment of all operating fluids from a centralized
location. The operating fluids include: Engine Coolant, Compressor Oil, Hydraulic Oil, Diesel
Fuel and Engine Crankcase Oil. Also available is a fast fuel fill only service location.
Cold Weather Starting Option

This option consists of an engine preheater and an ether injection kit. The standard preheater
is gasoline powered. Diesel preheaters are also available.
Cold Weather Package Options

This option is custom designed to meet customer ambient operating conditions. Lowest
ambient operational temperature must be avised. Some systems require electric power (110V
or 220V) Others are provided with coolant re--circulation systems. The package may include:
Engine Preheater Fuel Tank Heater
Ether Starting Aid Engine Block Heater
Oil Pan Heater Water Tank Heater
Battery Heater Hydraulic Tank Heater
2--Speed Fan Control DHD Lube Tank Heater
Diesel Generator Additional Cab Insulation
In--Line Fuel Heater Additional Cab Heaters

DM45SP/DMLSP
DHD Injection Lube Option For Hp Drills

The DHD Lubricator pump forces Rock Drill Oil down the drill string to the DHD for lubricating
purposes. You must use a DHD Lubricator when using a DHD drill.
DHD Lubricator Specifications

Type Capacity Flow Adjustment
I---R Injection Line Oiler with 7 gallon (26.5 L) reservoir Manually adjustable
Electric Pump 60 gallon (227.1 L) reservoir 4 positions
NOTE: Follow Actual Manufacturer’s Lubrication Instructions when using DHD Hammers.
Rock Drill Oil is only used on Ingersoll--Rand DHD’s (Down the Hole Drill).
Dust Control, Water Injection Option

The Water Injection System injects a regulated quantity of water into the air flow to the drill pipe.
The water content suppresses the dust created by the drilling operation.
Type Size Capacity Water Supply

John Bean, Hydraulic 8 GPM 0 to 8 GPM 300 Gallon (1,136 L)
Motor Drive (0 to 30.28 L/min.) Tank
500 Gallon (1,893 L)
Tank
The Water Injection system has a hydraulic motor drive, 0 to 8 GPM (0 to 30 L/min.) pump.
Water Injection Systems are availabe with a 300 gallon (1,136 L) water tank or a 500 gallon
(1,893 L) water tank.
Fire Suppression System Option

The Fire Suppression System remotely activates fire extinguishers from the operator’s cab and
ground level.
Language Nameplates Option

Language Nameplates are provided on request for non--english speaking destinations.

DM45SP/DMLSP

DM45SP/DMLSP
SECTION 4---OPERATING CONTROLS
SECTION 4 -- OPERATING CONTROLS
SECTION 4.0
OPERATING
CONTROLS

DM45SP/DMLSP
SECTION 4 -- OPERATING CONTROLS

DM45SP/DMLSP
4.1 -- OPERATING CONTROLS
OPERATOR’S CONSOLE
The operating controls section provides basic information about the operating controls,
instruments and indicators located on the control panel and the drill, that are used when operating
the drill.
All operating functions can be controlled from the driller’s console within the cab of the drill.
Operation of the drill is performed using electric over hydraulic controllers ergonomically located so
that the operator faces the drill centralizer while drilling.
The controls on the console are arranged in operating “function” panels.
ENGINE
FUNCTION
PANEL
GAUGES
TRAM
PANEL
FUNCTION
PANEL
DRILL/FEED COMPRESSOR
FUNCTION FUNCTION PANEL
PANEL
Figure 4.1---1

DM45SP/DMLSP
DRILL/FEED FUNCTIONS PANEL
Figure 4.1---2
1
EXTEND
RETRACT
CHAIN
WRENCH
3 4 5
UP
2 OPEN
B/O
OFF
DRILL
CLOSE
TORQUE LIMIT
DOWN
DRILL CONTROLS DRILL THROTTLE
DRILL FEED FORCE
(1) Controller -- Chain Wrench

The Chain Wrench Controller (see figure 4.1--2) controls the hydraulic cylinder used with the
chain wrench when loosening the threaded joints between the kelly and the downhole drill, and
also during bit replacement.
Placing the controller in the extend position will extend the cylinder. Placing the controller into
the retract position will retract the cylinder.
(2) Control -- Torque Limit

The Rotation Torque Limit Control Knob and Gauge (see figure 4.1--2) controls the amount of
pressure being applied to the rotary table rotation motor. It can be adjusted to limit torque on the
bit during difficult drilling conditions. This is an option for high pressure drills only.

DM45SP/DMLSP
DRILL/FEED FUNCTIONS PANEL (continued)
(3) Controller -- Rotation

The Drill Rotation Controller (see figure 4.1--2) controls the direction and speed of drill rotation.
To rotate the drill in either the clockwise or counterclockwise direction, gradually move the
controller in the required direction and speed of rotation will progressively increase. To stop
rotation, move the controller into the STOP position where the indent should click into place.
Note: Rotation is only possible when the Mode Selector valve is in the Drill mode position.
(4) Controller -- Drill Feed

The Drill Feed Controller (see figure 4.1--2) controls the direction and rate of drill feed.
To feed the drill in either the UP or Down direction, gradually move the controller in the required
direction. The feed rate will progressively increase. To stop feed, move the controller into the
OFF position. The indent should click into place.
Note: Rotation is only possible when the Mode Selector valve is in the Drill mode position.
(5) Controller -- Drill Throttle

The Drill Air Throttle Controller (see figure 4.1--2) controls the air flow to the drill string and
allows air flow down the hole to operate the DHD (Down Hole Drill) and clean the hole. It is used
to turn ON/OFF the drilling air during drill bit or hammer changes. It can be adjusted to a lower
setting while collering the hole. This is an option for high pressure drills only.
(6) Rotary Switch -- Drill Feed Force Control

The Drill Feed Pressure Control Rotary Switch (see figure 4.1--2) controls the down feed
pressure to the feed motor while doing actual drilling.
Turning the control clockwise will increase feed pressure. Turning the control counterclockwise
will reduce the feed pressure.
Note: When using downhole hammer drilling, use only sufficient feed pressure to match the
rate of penetration.

DM45SP/DMLSP
GAUGES PANEL
7 8 9 10 11
BIT AIR ROTATION PUMP ROTATION

PRESSURE PRESSURE SPEED
SUPER CHARGE PULL DOWN

PRESSURE PRESSURE
Figure 4.1---3
(7) Gauge -- Bit Air Pressure

The (Drilling) Bit Air Pressure Gauge (figure 4.1--3 monitors the air pressure available for
drilling. This pressure is adjusted by turning the Air Pressure Regulator (figure 4.1--5, item 41)
adjustment knob clockwise to increase and counterclockwise to decrease the compressor
discharge air pressure.
Note: Ensure that the pressure is adjusted to the type of downhole hammer being used. Do not
operate 250 psi hammers on 350 psi.
(8) Gauge -- Supercharge Pressure

The Supercharge Pressure Gauge (figure 4.1--3) monitors the main pump supercharge
pressure. It shows the operator how much pressure is being delivered to the main pump inlet.
Note: It is essential that the supercharge pressure gauge reads not less than 65 psi during
normal operation. Shutdown the machine to avoid serious damage to the main hydraulic
system components. Call for service assistance to detect cause of the low pressure reading.
(9) Gauge -- Rotation Pump Pressure

The Rotation Pressure Gauge (figure 4.1--3) shows the amount of hydraulic pressure being
applied to the rotary head motor(s). It corresponds to the amount of torque developed by the
rotary head during operation.
The Rotation Torque Limit Control Option (figure 4.1--2, item 2) can restrict the torque value.

DM45SP/DMLSP
GAUGES PANEL (continued)

(10) Gauge -- Pulldown Pressure
The Pulldown Pressure Gauge (figure 4.1--3) shows the amount of hydraulic down pressure
being exerted on the bit by the feed (cylinder) system.
Pressure can be increased or decreased by turning the Drill Feed Force Control (figure 4.1--2,
item 6).
(11) Gauge -- Rotation Speed Indicator
The Rotation Speed Indicator (figure 4.1--3) shows the number of kelly revolutions per minute
while drilling.
ENGINE FUNCTIONS PANEL
PULL TO PUSH TO
START STOP
12 13 14
EMERGENCY STOP 18 Note:

OIL PRESSURE DISCHARGE TEMP
Locations
may vary
15 16 17 TACHOMETER
AND
HOURMETER
FUEL AMMETER WATER TEMP
FAST ON
19 20 21 22 28 29 35 OFF
SLOW 30
ENGINE SWITCH LIGHT ENG DIAG
KEY SWITCH PRIMER START ENGINE PREHEATER
THROTTLE INC
STOP
ENGINE 36 D 37 DEC
23 24 31 32 I
L
A I ENG DIAG
ETHER REAR FRONT G
G
BYPASS WIPERS ENGINE N
WARNING 38 O
H
T
S
S
T
25 26 27 33 34 I 39
AUTOENGINE C
DRILL TRAM SWITCH STOP 40
UNPINNED
LIGHTS LIGHTS CIRCUIT BREAKERS
TOWER PINNING DATALINK
CONNECTOR
Figure 4.1---4

DM45SP/DMLSP

(12) Button Switch -- Emergency Stop
The RED emergency stop button switch (figure 4.1--4) shuts off power to the fuel valve and
stops the engine when it is pushed. A red light inside the button switch is lit if the button switch is
in “run” position. An optional second switch is located on the cab facing the drilling platform.
After depressing the switch, it is necessary to reset the switch before the machine can be
restarted. To reset, pull the switch out into its active position.
Note: This switch has the same effect as turning the ON/OFF key switch fully to the STOP
position.
(13) Gauge -- Engine Oil Pressure

The engine oil pressure gauge (figure 4.1--4) indicates the engine oil pressure. This gauge
should not read less than 10 psi on LOW idle nor less than 27 psi on HIGH idle.
Note: There is a pressure monitoring system on the engine that will shut down the engine
immediately in the event that the oil pressure drops below 10 psi on LOW idle or less that 27 psi
on HIGH idle; otherwise the engine could be severely damaged. Check the oil level according
to the instructions provided in Section 6 -- Maintenance Instructions.
Note:Refer to engine diagnostics section for checking engine problems in Section 7 -- Trouble
Shooting.
(14) Gauge -- Discharge Temperature

The Compressor Discharge Air Temperature Gauge (figure 4.1--4) shows the temperature of
the oil and air leaving the air end.
Normal operating temperatures are 180_--230_F(82_--110_C). This gauge also contains a
switch that will stop the engine if the oil temperature in the compressor exceeds 248_F
(120_C).
(15) Gauge -- Fuel Level

The fuel gauge (figure 4.1--4) monitors the level of fuel in the fuel tank. The tank should be
refilled when the indicator needle moves to below 1/4 tank.
(16) Gauge -- Ammeter

The Ammeter (figure 4.1--4) shows the rate of charge or discharge of the batteries when the
Key Switch (item 28) is in the “ON” position. There is current present at the ammeter at all times.
The ammeter should show (+) charge whenever the engine is running. The normal operating
range is 25 to 28 volts.

DM45SP/DMLSP

(17) Gauge -- Engine Coolant Temperature
The Engine Coolant Temperature Gauge (figure 4.1--4) shows the temperature of the engine
coolant system. Normal operating temperature is from 150_--208_F (65_--98_C). The system
will shut down if the temperature exceeds 210_F (99_C).
(18) Gauge -- Tachometer/Hourmeter

The Tachometer / Elapsed Hour Meter Gauge (figure 4.1--4) shows the RPM of the engine
while the engine is running and the number of hours and partial hours that the engine has been
run. The tachometer is calibrated in RPM x 100 with a range of 0 to 30.
The tachometer is driven by the magnetic pickup which receives its signal from the engine
flywheel. The pickup is a solid state device that counts teeth on the flywheel and sends a signal
to the tachometer. The wires between the pickup and tachometer are specially shielded wires
to prevent interference from outside signals. The elapsed time meter records the number of
hours the engine has operated. It only works when the key is turned on.
(19) Switch -- Engine Speed Selector

The Engine Throttle Selector switch (figure 4.1--4) is used to select engine speed (rpm).
CAT engines use a ramp up/ramp down switch. From the middle position, the operator can
ramp down to low idle (1200 RPM) or ramp up to operating speed (2100 RPM).
Low Idle = 1200 RPM
High Idle = 2100 RPM
CUMMINS engines use a three position switch. The three positions are:
Low Idle = 1200 RPM
Operating = 2100 RPM
NOTE: Always ensure that the engine speed is at Operating RPM before tramming or drilling.
Full Power is necessary to obtain the proper component operation and maximum rpm for
greatest efficiency
A Runaway drill can cause injury or death.

Do not attempt to control drill travel speed with the engine speed control.
Use the tram control (F--STOP-- R) to control travel speed. Maintain engine speed at
operating RPM for all drill operations.

DM45SP/DMLSP

(20) Key Switch -- Electrical System “ON/OFF”
The electrical system “ON/OFF” Key Switch (figure 4.1--4) turns on all electrical power to the
engine and controls stopping and run operations.
On Cummins engines, the electrical system “ON/OFF” Key Switch also activates the ECM
(Electronic Control Module) that controls all aspects of the engine, including most shutdown
devices.
Note: Always stop the engine and remove the key when leaving the drill unattended and/or
performing certain maintenance procedures.
(21) Button Switch -- Engine Fuel Primer

The Engine Fuel Primer Button Switch (figure 4.1--4) permits the priming of the engine fuel
system after the drill has been standing idle for an extended period of time or after fuel filter
replacement.It is used to pump diesel fuel from the fuel tank to the engine. It can also be used to
fill fuel filters after a filter change.
(22) Button Switch -- Engine Starter

The Engine Starter Button Switch (figure 4.1--4) energizes the starter motor and engages the
starter motor solenoid to crank the engine for startup. Press the Engine Starter Button Switch
and the Engine Bypass Button Switch (figure 4.1--4, item 24) together to start the engine. Once
the engine starts, release the Engine Starter Button Switch immediately.
Do not engage the starter motor solenoid longer than 30 seconds at a time or it will
overheat and burn up the starter motor.If the engine does not start, WAIT 3 minutes to
allow the starter to cool before trying again.
(23) Button Switch -- Ether (Option)

The Engine Ether Cold Start Button Switch (figure 4.1--4) controls the cold starting aid system.
This is an option.
While cranking the engine with the Engine Starter Button Switch, press the Engine Ether Cold
Start Button Switch to inject ether into the engine intake. Releasing pressure on the switch will
automatically cut off the starting aid operation.
Note:
Starting aid may be required when temperature is below 32 degrees F (0 degrees C) and will
be required when temperature is below 10 degrees F (--12 degrees C).
Starting aids are extremely flammable and can explode. Overloading the engine air
intake system could result in an explosion. Avoid overloading the engine air intake
when starting.

DM45SP/DMLSP
(24) Button Switch -- Engine Bypass

The Engine Bypass Button Switch (figure 4.1--4) is used to allow the engine to start and build oil
pressure by temporarily disengaging the engine oil pressure switchgage from the circuit.
Once oil pressure is above 10psi, release the Engine Bypass Button Switch to allow the
switchgage to become operational.
(25) Toggle Switch -- Drill Lights

The Drill Lights Control Switch (figure 4.1--4) is an “ON/OFF” switch that controls all the work
lights. Move the switch to the ON position to turn on the lights and illuminate the working area.
(26) Toggle Switch -- Tram Lights

The Tram (Propel) Lights Control Switch (figure 4.1--4) is an “ON/OFF” switch that controls all
the tramming lights. Move the switch to the ON position to turn on the lights and illuminate the
area ahead of the direction of travel.
(27) Circuit Breakers

The bank of seven (7) Circuit Breakers (figure 4.1--4) protect the drill’s electrical circuits. The
Circuit Breakers are mounted between the current producer, batteries or alternator and the
devices they are protecting. In the event of an overload of a circuit, press in the tripped circuit
breaker.
Note: If there is a reoccurrence, call for service assistance to correct the cause of the overload
in the circuit.
The Circuit Breaker identification is as follows:
1. 5 amp Engine Shutdown
2. 15 amp Windshield Wiper System
3. 20 amp Power Distribution for OEM Controllers
4. 15 amp Compressed Air System
5. 15 amp Power Distribution for Engine
6. 15 amp Drill Working Lights
7. 20 amp Tram (Propel) Lights
(28) Toggle Switch -- Engine Preheater (Option)

The Engine Preheater Switch (figure 4.1--4) controls the preheater system. Turn switch “ON” to
energize the engine preheater system. The unit will start below 140_F coolant temperature and
cuts “OFF” automatically at 160_F. To turn the unit off, put the switch in the “OFF” position.
(Refer to engine preheater manual for more information.) This is an option.

DM45SP/DMLSP
(29) Indicator Light -- Engine Preheater (Option)

The Engine Preheater Indicator Light (figure 4.1--4) indicates whether the Engine Preheater
System is energized or “OFF”. This is an option.
(30) Button Switch -- Warning Lights Test (Option)

Pressing the Warning Lights Test Button (figure 4.1--4) will cause all warning lights on the
control panel to illuminate and confirm all warning lights are in service. This is an option.
Note: If any Warning Lights fail to illuminate when the button is depressed, call for service
assistance to rectify the cause.
(31) Switch -- Rear Windshield Wiper Selector (Option)

The Rear Windshield Wiper Switch (figure 4.1--4) activates the the rear windshield wiper and
has three positions: High Speed, Low Speed and Off. This is an option.
(32) Switch -- Front Windshield Wiper Selector (Option)

The Front Windshield Wiper Switch (figure 4.1--4) activates the the front windshield wiper and
has three positions: High Speed, Low Speed and Off. This is an option.
(33) Indicator Light -- Tower Unpinned Warning

The Tower Inpinned Warning Light (figure 4.1--4) illuminates when the locking pin is not
engaged and the drill tower is not locked in the working position.
This Warning Light is also effective when using the Angle Drilling Option.
Note: It is unsafe to operate the drill with the raised tower in an unlocked position. If the locking
pin will not engage, notify your supervisorService to correct the fault.
(34) Toggle Switch -- Tower Locking Pin

The Tower Locking Pin Switch (figure 4.1--4) activates the hydraulic tower pinning cylinder and
controls the locked or unlocked position of the tower locking pin.
Note: It is unsafe to operate the drill with the raised tower in an unlocked position. If the locking
pin will not engage, notify your supervisor and call Service to correct the fault.
(35) Switch -- Diagnostics Selector (Drills with ECM)

The Engine Diagnostic Selector Switch (figure 4.1--4) is used to turn on the Engine Diagnostic
System and start the sequence of Fault Code Lights flashing. Diagnostic Lights and Toggle
Switches will be explained further in the Electrical Section of TROUBLESHOOTING.

DM45SP/DMLSP
(36) Indicator Light -- Engine Fault Diagnostic I (Drills with ECM)

The Bright Red Engine Diagnostic Indicator Light I (figure 4.1--4) illuminates in the event of an
engine related fault. Diagnostic Lights and Toggle Switches will be explained further in the
Electrical Section of TROUBLESHOOTING.
Note: Should this light come on during normal operating conditions, call for Service assistance
to correct fault.
(37) Switch -- Diagnostics Increment/Decrement Selector

The Diagnostics Incremental/Decremental Selector Switch (figure 4.1--4) is used to detect the
type of engine fault. Diagnostic Lights and Toggle Switches will be explained further in the
(38) Indicator Light -- Engine Fault Diagnostic II (Drills with ECM)

The Yellow Indicator Light II (figure 4.1--4) signals In--Range Failures of the Engine Protection
System, plus battery voltage above or below normal. Diagnostic Lights and Toggle Switches
will be explained further in the Electrical Section of TROUBLESHOOTING.
to correct fault.
(39) Data Link Socket (Drills with ECM)

The Data Link Socket (figure 4.1--4) provides attachment of computerized engine test
equipment when troubleshooting engine problems. Provided for use by engine service
personnel. Diagnostic Lights and Toggle Switches will be explained further in the Electrical
Section of TROUBLESHOOTING.
(40) Indicator Light -- Engine Fault Diagnostic III (Drills with ECM)
The Red Engine Diagnostic Indicator Light III (figure 4.1--4) shows fault codes in the Engine
Electronic Fuel System. Diagnostic Lights and Toggle Switches will be explained further in the
to correct fault.

DM45SP/DMLSP
COMPRESSOR FUNCTIONS PANEL

O
N
41
Used as Cold
AIR PRESSURE
REGULATOR C Start on High
O
M Pressure Drills
HP RIGS P
R 44
E
S
42 S Used as Air
O
COMPRESSOR R
VOLUME
Throttle on Low
CONTROL O Pressure Drills
OFF F
43 ON
F
Figure 4.1---5
(41) Regulator -- Air Pressure (HP Only)

The Compressor Air Pressure Regulator (figure 4.1--5) regulates the pressure to the
compressor receiver/separator tank. This is for high pressure drills only.
Rotate the adjustment knob clockwise to increase the operating air pressure to the pressure
required for the particular model of downhole drill being used. Refer to the Bit Air Pressure
Gauge (see figure 4.1--3, item 7) while adjusting pressure.
(42) Regulator -- Compressor Volume Control (HP Only)

The Compressor Volume Control (figure 4.1--5) is used to change the angle of the butterfly
valve to decrease the volume (cfm) of air being allowed into the air end. It can be adjusted to
match the volume being used by various downhole drills. Clockwise rotation increases
compressor volume. Counterclockwise rotation decreases compressor volume.It should be
screwed in clockwise for normal drilling. This is for high pressure drills only.
(43) Toggle Switch -- Compressor ON/OFF (HP Only)

The Compressor ON/OFF Switch (figure 4.1--5) opens and closes the inlet valve to allow the
compressor to build pressure or shut off. It makes air when it is in the “ON” position and closes
the air inlet when it is in the “OFF” position. This is for high pressure drills only.
(44) Control Lever -- Compressor Cold Start (HP Only)

This is for high pressure drills only. The Compressor Cold Start Control Lever (figure 4.1--5)
is used to close the air inlet to the compressor when starting a cold engine. Closing the air
intake prevents build up of pressure within the compressor rotors and thereby reduces startup
torque load on the cold engine allowing the starter motor to spin the engine at a higher rpm.
(44) Low Pressure Compressor Control Lever (LP Only)
This is for low pressure drills only. On Low Pressure drills, the Compressor Control Lever
(figure 4.1--5) is used as an Air Throttle that turns on the compressed air to power the Downhole
Drill (DHD) and cleans the cuttings out of the hole for both rotary and Downhole drilling.

DM45SP/DMLSP
TRAM FUNCTIONS PANEL
61
56
58 59
UP
FLAP UP
C C
U U
R D R U
T O 53 T P 45
A W A
I N I DOWN
N N
PROPEL DRILL
FLAP DOWN TOWER RIG
RAISING UP
DUST CURTAIN
50 47
RIG
DOWN
54 RIG LEVELING RIG
UP JACK REAR UP
WATER I NJECTION
FLOW CONTROL
49 48
OFF RIG
46
RIG
DOWN DOWN
51 OFF 52 LEVELING LEVELING JACKS LEVELING
55 WATER
JACK FRONT RETRACTED JACK FRONT
DUST
COLLECTOR INJECTION
LEFT RIGHT 46 46
TRACK PROPEL CONTROLS TRACK
Figure 4.1---6
(45) Controller -- Tower Raise/Lower
The Tower Raise/Lower Controller (figure 4.1--6) activates the tower raising cylinders which
extend or retract for raising and lowering of the tower during drill setup.
Note: When raising or lowering the tower always control the movement to avoid impact as the
tower is brought into final vertical or horizontal positions.

DM45SP/DMLSP
TRAM FUNCTIONS PANEL (continued)
(46) Indicator Lights -- Leveling Jacks Retracted

The three Leveling Jack “UP” Indicator Lights (figure 4.1--6) illuminate when the leveling jacks
are up (retracted) and the drill is safe to tram (propel).
When operating the leveling jack controls, observe the Bubble Level (item 56) and both
Inclinometers (item 60, if equipped.). Ensure all three levelling jacks are operated and
adjusted to level the drill in both directions and center the bubble in the Level gauge. Do not
exceed 20 degrees inclination on either inclinometer (if equipped0.
(47) Controller -- Rear Leveling Jack

The Rear Jack Controller (figure 4.1--6) extends and retracts the leveling jack cylinder on the
non--drilling end of the drill to raise or lower the drill.
(48) Controller -- Cab Side Leveling Jack

The Cab Side Jack Controller (figure 4.1--6) extends and retracts the leveling jack cylinder on
the cab side drilling end of the drill to raise or lower the drill.
(49) Controller -- Dust Collector (DC) Side Leveling Jack

The Dust Collector Side Jack Controller (figure 4.1--6) extends and retracts the leveling jack
cylinder on the DC side drilling end of the drill to raise or lower the drill.
(50) Rotary Switch -- Propel/Drill Mode Selector

The Propel or Drill Selector Switch (figure 4.1--6) is a rotary switch used to select either Propel
(Tram) Mode or Drill mode operations.
In the Propel position, the main pump flow is diverted to the Propel (Tram) controls (see items
51 and 52). The drill may be moved and the brakes automatically released as hydraulic flow to
the propel motors increases.
In the Drill position, the main pump flow is diverted to the Drill Feed control (figure 4.1--2, item 4)
and the Drill Rotation control (figure 4.1--2, item 3) and the parking brakes are automatically
applied in this position.

DM45SP/DMLSP
(50) Rotary Switch -- Remote Tram/Propel/Drill Selector (Option)

The RemoteTram, Propel or Drill Selector Switch (figure 4.1--6) is a rotary switch used to select
either Tramming Mode, Drilling Mode or Remote Tram Mode operations. This is an option.
In the Propel position, the main pump flow is diverted to the Propel (Tram) controls (see items
51 and 52). The drill may be moved and the brakes will automatically release as hydraulic flow
to the propel motors increases.
In the Remote Tram position, tramming control is transferred to the remote tramming control
console (see item 63).
In the Drill position, the main pump flow is diverted to the Drill Feed control (figure 4.1--2, item 4)
and the Drill Rotation control (figure 4.1--2, item 3) and the parking brakes are automatically
applied in this position.
LOSS OF MACHINE CONTROL

Moving the Tram (Propel) control (F--STOP--R) quickly may cause loss of drill control,
lurching or serious injury.
Move the Tram (Propel) control slowly.
Note: The drilling end is considered the front end of the drill and F & R symbols relate to the
respective directions of travel.
Note: There is also an electrical interlock switch in the propel control which only permits engine
starting when the control is in the STOP position.
(51) Controller -- Left Track Propel (Tram)

The Left Track Propel Controller (figure 4.1--6) regulates the left hand side track direction,
speed of travel, and service braking function. To propel the drill in either Forward or Reverse
direction, gradually move the controller in the desired direction until the required propel speed
and direction are effected. To slow and stop drill propel, move controller slowly towards the
STOP position. Positioning the controller in the STOP position will halt drill propel movement
and apply the brakes.
(52) Controller -- Right Track Propel (Tram)

The Right Track Propel Controller (figure 4.1--6) regulates the right hand side track direction,
speed of travel, and service braking function. To propel the drill in either Forward or Reverse
direction, gradually move the controller in the desired direction until the required propel speed
and direction are effected. To slow and stop drill propel, move controller slowly towards the
STOP position. Positioning the controller in the STOP position will halt drill propel movement
and apply the brakes.

DM45SP/DMLSP
(53) Controller --Dust Curtain UP/DOWN

The Dust Curtain Controller (figure 4.1--6) energizes the hydraulic cylinder that raises or lowers
the dust curtain to ensure maximum collection of ejected dust. The arrow indicates direction of
movement.
Note: Always check that the dust curtain is clear of the ground when tramming the drill to avoid
damage to the components.
(54) Rotary Switch -- Water Injection Flow Control (Option)
The Water Injection Flow Control Rotary Switch (figure 4.1--6) adjusts the flow rate of water into
the air stream to keep down dust and prevent collaring in the hole when the water injection
pump is running. Rotate the switch clockwise to increase or counterclockwise to decrease the
water flow rate. This is an option.
(55) Rotary Switch -- Water Injection/Dust Collector Selector
The 3--position Water Injection/Dust Collector Selector Switch (figure 4.1--6) is used to select
Water Injection operation, OFF (neither operation) or Dust Collector operation.
The Water Injection operation mode activates the hydraulic motor that engages the water
injection pump which injects a regulated quantity of water into the drill air stream to suppress
dust created by the drilling operation.
The Center position disengages both systems.
The Dust Collector operation mode activates the hydraulic motor that engages the dust
collector fan, causing a vacuum around the hole inside the dust curtain. Small cuttings and dust
ejected from the hole are deposited in the hopper or against the filters.
(56) Bubble Level
The Air Bubble Level Gauge (figure 4.1--6) is used when leveling the drill in both directions.The
tower is designed to be vertical when the bubble is centered. The bubble must be centered
before drilling begins.
(57) Control -- Heat/Air Conditioning
Figure 4.1---7
The Heat/Air Control (figure 4.1--7) includes the “ON/OFF” switch, heat regulator control knob
and an air regulator control knob.

DM45SP/DMLSP
OPERATOR’S CONSOLE (continued)
(58) Toggle Switch -- DHD Lubricator (HP Only)

The DHD Lubricator Switch (figure 4.1--6) is an “ON/OFF” switch for the DHD lubrication
system. This is for high pressure drills only.
(59) Indicator Light -- DHD Lubricator (HP Only)
The DHD Lubricator Indicator Light (figure 4.1--6) will illuminate to confirm that the lubrication
system is in service. This is for high pressure drills only.
(60) Inclinometers (Option)
The Inclinometers (figure 4.1--8), one measuring the transverse angle (cross gradient) and one
measuring the longitudinal angle, are provided to guide the operator when tramming on
inclines where excessive gradients may create an overturning hazard. This is an option.
INCLINOMETERS
60
62
OPERATOR’S
SEAT
Figure 4.1---8
The longitudinal angle inclinometer registers the inclination in direction of travel while the other
transverse angle inclinometer measures the inclination at 90 degrees to the direction of travel.
Lower the tower when tramming over unstable surfaces.
Note: Do not exceed the regulation 20 degree inclination reading on either inclinometer. If you
are equipped with the Optional Remote Tramming Control, lower the tower when tramming
over unstable surfaces and use the Remote Control Console from a safe working area.
(61) Compartment -- Instruction Manual Storage
The Instruction Manual Storage Compartment (figure 4.1--6) provides a secure, dry location
within easy reach of the operator. Safety and operator instruction manuals must be available to
the operator at all times.
(62) Seat -- Operator’s
The REAR facing Operator’s Seat shown in figure 4.1--8) is equipped with adjustments for seat
position and angle. Seat position rotation permits the operator a view of the control console and
also the drill platform areas.

DM45SP/DMLSP
NON--CAB CONTROLS & INSTRUMENTS
(63) Control Unit -- Remote Propel (Option)

The Remote Tram (Propel) Control Unit (figure 4.1--9) permits the operator to tram the drill from
a remote place of safety on occasions where there could be a risk of overturning due to
unstable ground surface conditions or loading onto a trailer. This is an option.
D E
A
G
C F
B Figure 4.1---9
The panel controls are defined as:

A = L.H. Side Track Tram Controller
B = R.H Side Track Tram Controller
C = Horn Button Switch
D = GREEN Indicator Light
E = Emergency Stop Button Switch
F = Waist Harness
G = Umbilical Cable
To use the Remote Tram (Propel) Control Unit:

1. Turn the Drill / Tram / Remote Tram Mode Selector Switch Option (see figure 4.1--6, item
50) into the Remote Tram Mode position.
2. Plug the Remote Control Umbilical Cable (G) into the socket on the Remote Control Unit.
Secure the Waist Harness (F). When the remote control unit is plugged in to the cab the
GREEN Indicator Light (D) should illuminate to indicate the controls are active.
With the engine running at 2100 rpm and the tram/drill/remote tram mode switch (figure 4.1--6,
item 50) in remote tram mode, take a position in a safe zone away from the high wall and out of
the line of travel. Use the Remote Control Tram controllers to tram the drill or load the drill onto a
trailer. When the risk of overturning no longer exists, remove the Umbilical Cable (G) and
resume control from the main control console.

DM45SP/DMLSP
NON--CAB CONTROLS & INSTRUMENTS (continued)
(64) Gauge -- Hydraulic Oil Level

The Hydraulic Oil Level Gauge (figure 4.1--10) is located on the face of the hydraulic tank. The
hydraulic oil level should be monitored and the level maintained using respective symbol marks
as reference. Refer to the Maintenance Instructions for detailed information.
64
HYDRAULIC OIL
LEVEL GAUGE
65
HYDRAULIC OIL
TEMPERATURE GAUGE
Figure 4.1---10
(65) Gauge -- Hydraulic Oil Temperature

The Hydraulic Oil Temperature Gauge (figure 4.1--10) is located on the face of the hydraulic
tank and indicates the operating hydraulic oil temperature.
Note: If the indicated temperature exceeds 220 degrees F (104 degrees C), shut down the
engine and call for service assistance to correct the problem.
(66) Isolation Switch -- Battery
TO SOLENOID TERMINAL
TO STARTER TERMINAL
BATTERY
ISOLATOR
SWITCH
Figure 4.1---11
BATTERY
The Battery Isolator Switch (figure 4.1--11) is a heavy duty rotary switch that enables the
battery to be isolated from the drill’s electrical circuit.
This Battery Isolator Switch should be used whenever maintenance work is carried out on the
drill.

DM45SP/DMLSP

DM45SP/DMLSP
SECTION 5 --- OPERATING INSTRUCTIONS
SECTION 5 -- OPERATING INSTRUCTIONS
SECTION 5
OPERATING
INSTRUCTIONS

DM45SP/DMLSP
SECTION 5 -- OPERATING INSTRUCTIONS

DM45SP/DMLSP
5.1 -- OPERATING SAFETY
Read and understand Section 2 -- Safety Precautions and Guidelines before you operate or
perform any maintenance, service or repairs on the drill.
Safety should be the main concern for anyone working on or around the drill. Do not perform any
function that could put someone in danger.
Always wear correct safety gear while working on or around the drill. This includes an Approved
Hard Hat, Safety Glasses, Steel Toe Shoes, Gloves, Respirator and Ear Protection. Do not wear
loose fitting clothing that can become caught in rotating components.
If you are not experienced with the drill’s controls and instruments, read and understand
Section 4 -- Operating Controls & Instruments.
Unexpected drill motion or moving parts can cut or crush. Shut down engine before working
on the drill.
GENERAL INFORMATION
The following operational hints should be observed:
1. Do not speed engine when it is cold
2. Always chock the tracks if there is a possibility of uncontrolled movement.
3. Do not lubricate the drill while the engine is running.
4. Always perform safety checks prior to starting and using the drill.
5. Do not control propel speed using the engine speed control lever.
6. Always operate the drill at full engine power when drilling or tramming the drill.
7. If your drill is equipped with remote control system option, always use it from a safe location
when propelling on unstable surfaces where there may be a risk of overturning or when
loading onto a transporter where there is a risk of overturning.
8. Never propel or stop the drill on a slope or surface that is liable to collapse.
9. Never stop the drill against a high wall that is liable to collapse or cause a crushing risk.
10. Before starting engine, always check to see that the drill/propel mode selector is in the drill
position and both propel control levers and drill feed are at stop position and that the track
brakes are applied.
11. Always sound the horn before moving drill in either direction to alert personnel and allow
sufficient time before putting the drill in motion.

DM45SP/DMLSP
5.1 -- OPERATING SAFETY

DM45SP/DMLSP
5.2 -- WALK AROUND INSPECTION
WALK AROUND INSPECTION

Before every shift and prior to starting the drill, a walk around inspection of the overall drill should be
performed. This is in addition to the 10 hour daily routine maintenance procedures. Performance of
this inspection can result in longer life and maximum productivity from the drill.
Hydraulic System Oil Leaks
Hot oil and hot components can cause personal injury. Do not allow hot oil or hot
components to contact the skin.
MAIN PUMP DOUBLE

(ROTATION) PUMP
HYDRAULIC
RESERVOIR
MAIN PUMP
(FEED)
Figure 5.2---1
A careful inspection of all hydraulic pumps, motors, valves, hoses and fittings should be made for
any signs of hydraulic oil or any irregularities. This is particularly important when the drill is new. The
hydraulic oil supplied by the factory contains a blue colored dye which makes any leaks
recognizable.
Compressor System Oil Leaks
High Pressure can cause severe injury or death. Completely relieve pressure before
removing filler plug, fittings or receiver cover.
COMPRESSOR COMPRESSOR
OIL FILTERS Figure 5.2---2 OIL FILTERS
A careful inspection of all compressor components (air end, air end pump, valves, hoses, fittings
and filters) should be made to insure there are no compressor oil leaks or any irregularities. This is
particularly important when the drill is new.

DM45SP/DMLSP
5.2 -- WALK AROUND INSPECTION
WALK AROUND INSPECTION (continued)

Check for Coolant System Leaks
Power pack engine radiators should be checked daily for leaks. Failure to cool the engine properly
can result in engine failure or severely reduce engine life.
Injury can occur when removing the radiator cap. Steam or fluid escaping from the radiator
can burn. Inhibitor contains alkali. Avoid contact with skin and eyes. Always shut down the
engine and allow it to cool down before removing the radiator cap. Remove cap slowly to
relieve pressure. Avoid contact with steam or escaping fluid.
Check for Fuel System Leaks

Maintain fuel tanks at a high level to minimize water condensation inside the tank. This is best
accomplished by filling fuel tanks at the end of each day. Check fuel tanks and fuel lines for
possible leaks. Because of the potential fire hazard, leaks must be corrected as soon as they are
spotted. Select the proper grade of fuel oil in accordance with the instructions given in the 6.3 Refill
Capacities / Lubricants / Fuel section of Section 6 MAINTENANCE.
Fuel is flammable. May cause serious injury or death. Shut down engine, extinguish all
open flames, and do not smoke while filling tank or draining fuel filters. Always wipe up any
spilled fuel.
General Checks
Other general checks should be made at this time to identify any wear and tear on the drill. Check
for broken or cracked welds, loose or missing bolts, broken or inoperative gauges, or any other
irregularities which could lead to more costly breakdowns. Any significant problem should be
corrected prior to start--up.
Frequently walk around the drill and inspect for leaks, loose or missing parts, damaged
parts or parts out of adjustment. Perform all recommended daily maintenance.
Operator’s Areas
Keep the operator’s area clean. Clean windshields and all lights. Check that all lights function.
Make sure the operator’s areas, steps and grab rails are clean. Oil, grease, snow, ice or mud in
these areas can cause you to slip and fall. Clean your boots of excess mud before getting on the
drill.
Remove all loose personal items or other objects from the cab and the operator’s platform area.
Secure these items in a tool box, tool cabinet or remove them from the drill.

DM45SP/DMLSP
5.3 -- PRELIMINARY START INSPECTION
PRE--START INSPECTION
Before starting the drill, a pre--operation inspection of the overall drill is very important. This
inspection should be performed before each shift and at every startup. These checks and
verifications are in addition to the 10 hour daily routine maintenance. Performance of this
inspection can result in longer life and maximum productivity from the drill.
The following are checks and verifications of the overall drill that should be performed prior to
starting. Refer to the instructions given in Section 6--”Maintenance” for the correct maintenance
procedures and oil specifications.
Check Engine Oil Level
components to contact the skin.
Check the engine oil level by viewing the dipstick. The drill must be level when checking the oil
level to be sure the measurement is correct. Wait at least 5 minutes after shutting off the engine to
check the oil level. This allows time for the oil to drain into the oil pan. If the oil level is low, add oil
through the fill cap to the fill mark on the dipstick. Refer to the instructions given in Section
6--“Maintenance” for the correct maintenance procedures and oil specifications.
Never operate the engine with the oil level below the “L” (low) mark or above the “H” (high)
mark on the dipstick.
Check Engine Coolant Level
engine and allow to cool before removing the radiator cap. Remove cap slowly to relieve
pressure. Avoid contact with steam or escaping fluid.
Check the engine coolant level on the radiator sight glass. The level should be maintained so fluid
can be seen in the sight glass. If the coolant level is low, add through filler cap.
NOTE: If the coolant level is below the minimum level, the low--level probe will activate the engine
shutdown. In the case of repeated low level shutdowns, call for service to investigate cause of
coolant loss.
If coolant must be added, use a reliable brand of permanent antifreeze in a 50--50 mixture. It must
be used year round in all climates. Refer to the instructions given in the Maintenance Procedures
section of this manual for the correct procedures.

DM45SP/DMLSP
PRE--START INSPECTION (continued)

Check Fuel Level
open flames, and do not smoke while filling tank. Always wipe up any spilled fuel.
Check fuel level sight gauge. The tank should be refilled when the fuel level moves to below 1/4
tank. Add clean filtered fuel through the lockable filler cap and bring to the full level on the sight
gauge. Select the proper grade of fuel oil in accordance with the instructions given in 6.3 Refill
Capacities/Lubricants/Fuel section of this manual.
Drain Fuel Filter / Water Separator
open flames and do not smoke while draining fuel / water filters. Always wipe up any spilled
fuel.
The fuel filter / water separator should be monitored daily for signs of water and sediment. If water
is present, drain the water and sediment from the filters / separators. Refer to the instructions given
in the 6.5 Maintenance Procedures section for further information.
Check Compressor Oil Level
removing filler plug, fittings or receiver cover. Hot oil or components can burn. Avoid
contact with hot oil or components.
Check the compressor oil level in the receiver separator tank. With the drill in a level position, the oil
level should be in the middle of the sight gauge. If oil is required, follow the instructions in
6.5--Maintenance Procedures for the correct procedures. Refer to section 6.3--Refill Capacities /
Lubricants / Fuel Specifications for oil details.
Drain Receiver Tank Water
High Pressure can cause severe injury or death. Do not attempt to remove any plugs or
open the drain valve before making sure all air pressure has been relieved from the system.
Hot oil can burn. Avoid contact with hot oil or components.
When compressing air, water will condense in the receiver tank and mix with the compressor oil. If
allowed to accumulate, the water will significantly reduce bearing life. Follow the instructions in
6.5--Maintenance Procedures for the correct procedure to relieve water from the system.

DM45SP/DMLSP
PRE--START INSPECTION (continued

Check the Batteries
Batteries contain an acid and can cause injury. Battery fumes can ignite and explode. Do not
smoke when observing battery fluid level. Skin and eye contact with battery fluid can cause
injury. Avoid skin and eye contact with battery fluid. If contact occurs, flush area
immediately with water.
Check the battery posts and cables for corrosion. Check and keep the electrolyte levels above the
battery plates or to the bottom of the fill holes. Refer to 6.6--Maintenance Procedures for the correct
procedures.
Pump Drive Gearbox Oil Level
Rotating Shaft can cause severe injury or death. Do not operate with guard removed. Hot oil
or components can burn. Avoid contact with hot oil or components.
Check the oil level in the Pump Drive Gearbox and maintain it to the “FULL” level indicated on the
dipstick. Refer to 6.6--Maintenance Procedures for the correct procedures.
Check Hydraulic Oil Level
Dirt in the hydraulic system will lead to premature component failure. A clean, contaminant
free system is extremely important to the drill’s proper function. Take extra care when
working around or on the hydraulic system to ensure its complete cleanliness.
Excessive hydraulic oil can rupture the sealed hydraulic tank and cause injury or property
damage. Do not fill hydraulic tank with hydraulic cylinders extended. Retract all cylinders
and fill tank to indicated level.
Any drill defects should be reported to the proper personnel. Defects must be corrected
before operating the drill.

DM45SP/DMLSP
Check the Hydraulic Oil Level (continued)

The hydraulic oil level should be checked by the sight gauge on the hydraulic tank (figure 5.3--1).
The hydraulic oil level should be monitored and the level maintained using respective symbol
marks as reference. The oil level in the hydraulic tank depends on the extended or retracted
positions of the hydraulic cylinders. It is important to follow the instructions in 6.5--Maintenance for
the correct procedures.
LEVEL OF
COLD OIL
CYLINDERS
RETRACTED
HYDRAULIC OIL
LEVEL GAUGE
HYDRAULIC OIL
TEMPERATURE Figure 5.3---1
GAUGE
1. Oil level with all hydraulic cylinders retracted, tower down and jacks up should be at the
level mark (symbol) by the sight gauge.
2. The top of the oil level MUST be visible when the engine is running AND when the engine is
stopped. There must be oil showing on the gauge at all times. Note: If no oil is showing on
the sight gauge, stop the engine immediately. Call for service assistance to investigate
the cause of oil loss.
Add oil to bring oil to level defined above by following directions in the 6.5 Maintenance Procedures
section of this manual. Select the proper grade of oil in accordance with the information given in the
6.3 Refill Capacities / Lubricants / Fuel Section.
Operator’s Area
Clean windshields and all lights. Check that all lights function.
Make sure the operator’s areas, steps and grab rails are clean. Oil, grease, snow, ice or mud in
these areas can cause you to slip and fall. Clean your boots of excess mud before getting on the
drill.
Remove all personal items or other objects from the floor of the operator’s area. Secure these
items in a tool box or remove them from the drill.

DM45SP/DMLSP
PRE--OPERATION CONTROLS INSPECTION
Before starting the drill, a check to verify that the Warning Lights, Backup Alarm, Horn and
Emergency Stop controls are functioning properly is very important. This inspection should be
performed before each shift and at every startup.
Any drill defects should be reported to the proper personnel. Defects must be corrected
before starting and operating the drill.
The following are checks and verifications of the drill controls that should be performed prior to
starting. Refer to Section 4 OPERATING CONTROLS.
ENGINE THROTTLE ON / OFF STARTER

(SPEED SELECTOR) KEY SWITCH BUTTON
DRILL / PROPEL
SELECTOR
SWITCH
EMERGENCY
STOP HORN
TOWER
PINNING
LIGHT
RIGHT TRACK
DRILL FEED CONTROLLER LEVELING JACKS
CONTROLLER LEFT TRACK
RETRACTED LIGHTS
DRILL ROTATION CONTROLLER
CONTROLLER Figure 5.3---2
Warning Controls Check
1. Turn the DRILL / PROPEL selector switch (figure 5.3--2) to the DRILL mode position.
2. Be sure both the LEFT TRACK controller and RIGHT TRACK controller are in the STOP
positions. The controllers are spring centered to the STOP position when released.
Note:
If the levers do not return to STOP when released, have the defect rectified immediately.

DM45SP/DMLSP
Warning Controls Check (continued)

3. Put both the DRILL ROTATION controller and DRILL FEED controller in STOP positions.
4. Set the ENGINE THROTTLE (Speed) switch to LOW IDLE position (1200 rpm).
5. Turn the ON/OFF key switch to the “ON” position. The BACKUP ALARM should emit an
intermittent beeping sound when the DRILL / PROPEL selector switch is in the PROPEL
mode. Turn the DRILL / PROPEL selector switch to DRILL mode and the BACKUP ALARM
should stop.
6. With the ON/OFF key switch in the “ON” position, all the following warning lights should
illuminate on the console to verify that the following warning lights and audible alarms are
functioning.
a) The Red PARKING BRAKE “ON” indicator light should be on. This is an option.
b) The Red TOWER PINNING indicator light should be on.
c) All three (3) Green LEVELING JACKS RETRACTED indicator lights should be on.
d) The BACKUP ALARM should emit an intermittent beeping sound.
Note: If any lights do not illuminate, notify service personnel to rectify the defect.
7. Turn the ON/OFF key switch to “OFF” position.
8. Press the HORN (option) button to confirm that the horn is functioning properly.
9. Put the DRILL / PROPEL selector switch into the PROPEL mode position. Move the Right
Track controller in either direction away from STOP. Turn the ON/OFF key switch to “ON”
position and press the STARTER BUTTON. The engine should not start.
10. Put the DRILL / PROPEL selector switch into DRILL mode position. Move the Left Track
controller in either direction away from STOP. Turn the ON/OFF key switch to “ON” position
and press the STARTER BUTTON. The engine should not start.
11. With the DRILL / PROPEL selector switch in DRILL mode position, move the DRILL FEED
controller in either direction away from STOP. Turn the ON/OFF key switch to ”ON” position
12. With DRILL / PROPEL selector switch in DRILL mode position, move DRILL ROTATION
controller in either direction away from STOP. Turn the ON/OFF key switch to “ON” position
13. Pull the EMERGENCY STOP button switch out. Turn the ON/OFF key switch to the “ON”
position. The Red light inside the EMERGENCY STOP button switch should come on and
stay lit when the switch is pulled out in the “RUN” position.
14. Check the EMERGENCY STOP by starting the engine (See the Instructions for Starting
Engine). Then push IN the Emergency Stop Switch. The engine must immediately stop. If it
does not stop, call a service representative to correct the defect.
NOTE: Before the engine can restart after being shut down with the emergency stop switch,
the switch will first need to be reset. Pulling out the red button resets the switch.

DM45SP/DMLSP
Warning Controls Check (continued)

15. Cummins Engines
With the ON/OFF Key Switch “OFF”, set the DIAGNOSTIC SELECTOR SWITCH to “ON”. Turn
the ON/OFF Key Switch to “ON”, but do not start the engine. The three diagnostic lights will
come on and stay on.
DIAGNOSTIC
SELECTOR
SWITCH
ON / OFF
KEY SWITCH
DIAGNOSTIC FAULT
INDICATOR LIGHTS
CUMMINS ENGINES Figure 5.3---3
Note: If all three lights come on only momentarily, then there is a fault code. Check the engine
manufacturers Operation and Maintenance manual for full trouble shooting instructions.
If any controls, instruments or devices do not function correctly, refer to Section 8

TROUBLE SHOOTING or report any drill defects to the proper personnel. Defects must be
corrected before starting and operating the drill.

DM45SP/DMLSP

DM45SP/DMLSP
5.4 -- ENGINE OPERATION
STARTING ENGINE
Section 4 -- “OPERATING CONTROLS” before you operate or perform any maintenance,
service or repairs on the drill.
1. Before starting engine or beginning to move drill, check inside, outside and underneath drill for
people or obstructions.
2. Check for warnings or Lockout tags on the controls. If there is a tag attached to the switch, do
not start the engine until the warning tag has been removed by the person who installed it.
3. START the engine from the operator’s position only.
engine is running.
If any controls, instruments or devices do not function correctly, refer to the TROUBLE
SHOOTING section or report any drill defects to the proper personnel. Defects must be
corrected before starting and operating the drill.
Engine Starting Procedure

Move all levers, switches, etc. on the control console to the off, neutral or minimum flow position. All
gauges should read zero. Always sound the horn (Option) before starting the drill to alert everyone
in the area.
1. Make sure all controls are in neutral or OFF positions.
2. Make sure the DRILL / PROPEL selector switch is in the DRILL mode position.
3. Make sure the LEFT TRACK controller and the RIGHT TRACK controller are in the STOP
positions.
4. Make sure the DRILL ROTATION controller and DRILL FEED controller are at the STOP
positions.
5. Make sure the EMERGENCY STOP button switch is pulled out (reset).
6. Make sure the ENGINE THROTTLE (Speed) switch is set at the LOW IDLE position (1200
rpm).
7. MAKE SURE no one is at danger or risk before starting the engine.

DM45SP/DMLSP
STARTING ENGINE (continued)
ENGINE OIL ENGINE THROTTLE ON / OFF STARTER FUEL

PRESSURE GAUGE (SPEED SELECTOR) KEY SWITCH BUTTON BYPASS
FUEL BUTTON
EMERGENCY PRIMER DRILL / PROPEL
STOP ETHER BUTTON SELECTOR
SWITCH
DRILL FEED LEFT TRACK RIGHT TRACK

CONTROLLER CONTROLLER CONTROLLER
DRILL ROTATION COMPRESSOR
CONTROLLER CONTROL LEVER Figure 5.4---1
Start Engine
1. Turn Ignition KEY SWITCH to the “ON” position.
2. If engine has been shutdown over night, depress and hold in the Fuel PRIMER button until
primer pump forces fuel into the engine and the pump slows down (an audible clicking is
heard while the pump is pumping), then release the button.
3. Move the COMPRESSOR CONTROL Lever to the closed position and hold the lever there.
4. There is no Fuel BYPASS button on electronic engines. If you have a Fuel Bypass Button,
hold it in while pushing the STARTER BUTTON. If you do not have a Fuel BYPASS button,
Push the STARTER BUTTON.
The Starter may overheat if operated longer than 30 seconds. If the engine fails to start,
allow the starter to cool 2 to 3 minutes before trying again.

DM45SP/DMLSP
Start Engine (continued)

5. When the engine starts, release the STARTER BUTTON.
6. Hold the Fuel BYPASS button in until the oil pressure gauge shows at least 25 psi. (This
applies to non--electronic engines).
7. Slowly release the COMPRESSOR CONTROL Lever once the engine is running evenly.
Do not let the engine run for more than 20 seconds with the Compressor Control (HP
Cold Start) Lever in the closed position. Damage to the compressor can result (See
Compressor Operation).
Note: Run the engine for a short time to warm up the engine and hydraulic systems.
Note: Electronic Engines
Once the engine is running with the ON/OFF Key Switch in the “ON” position, the Fault
Indicator Warning Lights should only light up to indicate a fault. If any light illuminates and stays
lit, contact proper service personnel.
8. Allow engine to warm up at idle speed (1200 rpm). The engine water temperature should be
175_F (80_C) and the hydraulic reservoir temperature gauge should read a minimum of
100_F (38_C) before increasing engine speed.
9. The compressor should be run unloaded until compressor oil reaches a minimum temp. of
150_F (65_C).
10. After warm up, increase engine speed to full load speed (2100 rpm) by moving the engine
throttle (see figure 5.4--1).
11. On cold weather starts, pull and hold compressor control lever (manual inlet valve control)
until engine maintains 1200 rpm, then slowly release the handle. Compressor should build
pressure to 125--140 psi and then the inlet valve should close.
Do not operate valve to load compressor at less than full load speed (2100 rpm).
Compressor Cold Start
The compressor, connected to the engine, requires a lot of power to run. On a cold day, the
horsepower required may be greater than the engine can deliver at low rpm. Therefore, it is a good
practice to start the engine with the compressor inlet closed.
1. Move the compressor inlet control (cold start) lever (figure 5.4--1) to the closed position.
2. Start the engine and warm all fluids up to operating temperature (Refer to the Start Engine
procedure).
3. When engine has reached low idle speed of 1200 rpm, slowly release the control and let the
compressor build up to the starting pressure (125--150 psi).

DM45SP/DMLSP
STARTING ENGINE (continued)

Ether Cold Start Option
Starting aids are extremely flammable and can explode. Overloading the engine air intake
system could result in an explosion. Avoid overloading the engine air intake system with
starting aids.
1. The Ether Cold Starting Air Option (see figure 5.4--1) is available for starting engines when
ambient temperature is below 50_F (10_C).
2. To use this option for starting, press and release the ETHER Injection button while pressing
the starter button switch (figure 5.4--1). Ether is only injected when the starter button is
operated.
VERIFY GAUGES & CONTROLS

After starting the engine, a check to verify that the Gauges and Engine Diagnostic Lights are
functioning properly is very important. This inspection should be performed before each shift and
at every startup.
AIR
PRESSURE SUPERCHARGE ENGINE OIL
GAUGE PRESSURE GAUGE PRESSURE GAUGE
TACHOMETER
DIAGNOSTIC
FAULT
INDICATOR
LIGHTS
AMMETER
ENGINE WATER
FUEL TEMPERATURE
GAUGE Figure 5.4---2

DM45SP/DMLSP
VERIFY GAUGES & CONTROLS (continued)

1. With engine running, verify that engine diagnostic lights (shown in figure 5.4--2) temporarily
light up and then go out.
2. With engine running, the engine tachometer (shown in figure 5.4--2) should read 1200 rpm on
LOW idle.
3. With the engine running, the engine oil pressure gauge (shown in figure 5.4--2) should not read
less than 10 psi on LOW idle nor less than 27 psi on HIGH idle.
immediately in the event that the oil pressure drops below 10 psi on LOW idle or less that 27 psi
on HIGH idle; otherwise the engine could be severely damaged.
4. With the engine running, the supercharge pressure gauge (see figure 5.4--2) must be above
65 psi.
5. With the engine running, the water temperature gauge indicator (see figure 5.4--2) will show a
reading as the engine warms up. Normal engine operating temperature is from 150_--208_F
(65_--98_C). The system will shut down if the water temperature exceeds 210_F (99_C).
6. With the engine running and the air compressor turned off, the air pressure gauge (see figure
5.4--3) should show approximately 125 psi.
HYDRAULIC OIL
LEVEL GAUGE
Figure 5.4---3
HYDRAULIC OIL
TEMPERATURE
GAUGE
7. Before starting any operation of the drill, allow the hydraulic oil in the hydraulic tank to warm up
until hydraulic oil temperature gauge (see figure 5.4--3), located on the back of the hydraulic
tank, indicates 100_F (38_C).
Engine Speed Control
A Runaway drill can cause injury or death. Do not attempt to control drill travel speed with
the engine speed control. Use the tram control (F--STOP-- R) to control travel speed.
Maintain engine speed at operating RPM for all drill operations.

DM45SP/DMLSP
Engine Speed Control (continued)

The engine speed (throttle) control (see figure 5.4--4) used with QSX and Cat C--15/C--16 engines
is used to select engine speed (rpm).
The infinitely variable engine speed control selects the speed (rpm) of the engine between a range
of 1200 rpm to 1800 rpm. The engine should always be run at low idle for 5 minutes before
shutdown to allow the turbo charger to cool down.
NOTE: Always ensure that the engine speed is at Operating RPM before tramming or drilling. Full
engine power is necessary to obtain the proper component operation and maximum rpm for
greatest efficiency
INFINITELY ENGINE SPEED

VARIABLE SPEED (THROTTLE)
CONTROL SELECTOR
(THROTTLE) SWITCH
Figure 5.4---4
The Engine Speed (Throttle) Selector switch (shown in figure 5.4--4) is used to select engine speed
(rpm) on QSK and certain Cat engine models.
1. CAT engines use a ramp up/ramp down switch. From the middle position, the operator can
ramp down to low idle (1200 RPM) or ramp up to operating speed (2100 RPM).
Low Idle = 1200 RPM
2. CUMMINS engines use a three position switch. The three positions are:
Low Idle = 1200 RPM
Operating = 2100 RPM
NOTE: Always ensure that the engine speed is at Operating RPM before tramming or drilling. Full
Power is necessary to obtain the proper component operation and maximum rpm for greatest
efficiency
Engine Oil Pressure Gauge

The Engine Oil Pressure Gauge should not read less than 10 psi on LOW idle nor less than 27 psi
on HIGH idle.
immediately in the event that the oil pressure drops below 10 psi on LOW idle or less that 27 psi on
HIGH idle; otherwise the engine could be severely damaged.
Water Temperature Gauge
The Water Temperature Gauge shows the temperature of the engine coolant system. Normal
operating temperature is from 150_--208_F (65_--98_C). The system will shut down if the
temperature exceeds 210_F (99_C).

DM45SP/DMLSP
STOPPING ENGINE
Never shut down the drill with the Drill/Propel Selector Switch in the Propel Mode or with the
Left Track Controller and Right Track Controller in any position but OFF When the drill is
started the next time, the drill could move and run over a helper or go over a high wall before
the operator can react.
The following procedure is to inform the operator or service personnel how to turn off the engine.
The procedure is part of the Normal Drill Shutdown shown in the 5.12 STOPPING, PARKING &
SHUTDOWN section.
O
N
AIR C
PRESSURE O
REGULATOR M
P
HP RIGS R
E
S Used as Cold Start on
S
O High Pressure Drills
R
COMPRESSOR
VOLUME
CONTROL
On/Off Switch Used on O
OFF F Used as Air Throttle on
High Pressure Drills ON F Low Pressure Drills
Figure 5.4---5
1. Return all controls to their neutral or minimum flow position. Close all service valves.
2. Turn off the compressor and allow the receiver to blow down to minimum pressure. Pressure in
the compressor receiver tank must be below 140 psi before stopping engine.
a) Low Pressure Drills
On the low pressure drills, the compressor is turned on and off with the use a manual inlet
control. This is a lever and cable arrangement. Pull the lever towards the operator to close
the inlet.
b) High Pressure Drills
On high--pressure drills, the Compressor On/Off Switch is used to turn the compressor
on and off. This is a two position, pneumatic switch that opens and closes the compressor
inlet valve.
3. Move the Engine Throttle (speed selector) switch to LOW idle (1200 rpm) position for about
5 minutes to allow the engine to cool down.
4. Turn the key switch to the OFF position. The air receiver pressure will automatically blow down.
5. After the engine has stopped, make sure the compressor blowdown valve opens and blows all
the air out of the receiver tank. Check air pressure gauge to insure no pressure remains in the
system. If so, it may be necessary to purge the system by opening the manual blow down valve.
6. Remove the key when you leave the operator’s cab.

DM45SP/DMLSP
EMERGENCY SHUTDOWN
The Emergency stopping procedure for the drill may be very abrupt. This abrupt stop may damage
the drill due to potentially high stress loading on its components. There are two types of emergency
shutdowns. One is by the operator pushing the Emergency Stop button and the other is when one
of the shutdown devices on the drill has registered an out of limit condition.
Figure 5.4---6
If the operator or other personnel are in immediate danger or if an emergency arises that is not
under the protection of the shutdown devices, such as fire or other outside problem, initiate an
emergency stop with the following procedure: Push in the Emergency Stop Button and exit the
drill.
If the operator or other personnel are not in immediate danger and the preservation of the drill
equipment is the primary concern, proceed as follows:
1. All of the drill shutdown devices have gauges that show the operating temperature or pressure
of the system they monitor. Thus, the operator should be able to avoid a shutdown condition if
he checks the gauges frequently.
When one of the emergency stop or shutdown devises is energized, it immediately shuts off fuel to
the engine. All engines are “energize to run”, which means there must be power to the fuel valve to
allow fuel to flow. If power is lost, the fuel valve closes and stops the engine.
Every attempt should be made by the operator to shut the drill down under normal conditions to
prevent damage to the drill. When a high pressure compressor is shut down at high pressure, the
regulation system causes the air end to become a pressure vessel that will force compressor oil
back up into the intake filters when the inlet butterfly valve opens. The element will have to be
replaced and the tubes cleaned before the drill can be put back into service.
STARTING AND STOPPING HINTS

1. Do not operate the starter motor for more than 30 seconds at one time. If it is operated for 30
seconds and the engine does not start, stop and allow the starter motor to cool for two minutes
before attempting restart.
2. Immediately after starting engine, watch the engine oil pressure for trouble signs.
3. If engine is shut down during warm up period, do not restart without following steps 4 and 5 in
“STOPPING ENGINE”
4. When starting up after an oil change, run the engine briefly. Then shut it down for ten minutes to
allow the oil to drain back into the crankcase. Then check oil level.
5. Other than start up, idling during warm up and cool down, the engine should always be run at
full speed before performing any set up, tramming or drilling operations.

DM45SP/DMLSP
5.5 -- COMPRESSOR OPERATION
LOW PRESSURE OPERATION

The following procedure is to inform the operator or service personnel how to start, operate and
shut off the Low Pressure compressor. On low pressure drills, the compressor is turned on and off
with the use of a manual inlet control. This is a lever and cable arrangement. Refer to 7.5 Low
Pressure Compressor section of Section 7--SYSTEMS/TROUBLESHOOTING.
O
N
AIR PRESSURE
REGULATOR
C
O
M
P
HP RIGS R
E
S
S
O
Used as Air
R Throttle on Low
COMPRESSOR
VOLUME
Pressure Drills
CONTROL
O
OFF F
F
ON
Figure 5.5---1
Start Position
When the drill is first started, the Control Handle in the operator’s cab is in the “OFF” position (see
Figure 5.5--1). The Inlet Butterfly Valve is closed. The only air entering the compressor is through
the Orifice in the Inlet Butterfly Valve. Air pressure in the Receiver Tank is maintained at a minimum
until the Inlet Butterfly Valve is opened.
Run Position
1. The compressor should not be turned on until the engine is running at full speed.
2. When the operator wishes to drill, he pushes the Control Handle to the ON position which
opens the Inlet Butterfly Valve and allows the compressor to compress air.
To Stop Compressor
1. Pull the lever towards the operator to close the Butterfly Inlet valve.
minutes to allow the engine to cool down.

DM45SP/DMLSP
5.5 -- COMPRESSOR OPERATION
HIGH PRESSURE OPERATION

The following procedure is to inform the operator or service personnel how to start, operate and
shut off the High Pressure compressor. On high pressure drills, the Compressor On/Off Switch is
used to turn the compressor on and off. Refer to 7.6 High Pressure Compressor section of Section
7--SYSTEMS/SPECIFICATIONS.
O
N
AIR PRESSURE
REGULATOR
C
O
M
P
HP RIGS R
E
S
S
O
Used as Cold
R Start on High
COMPRESSOR
VOLUME
Pressure Drills
CONTROL
O
On/Off Switch OFF F
Used on High ON
F
Pressure Drills
Figure 5.5---2
Start Position
When the drill is first started, the compressor ON/OFF switch should be in the OFF position (see
Figure 5.5--2). The Inlet Butterfly Valve is closed. The only air entering the compressor is through
the Orifice in the Inlet Butterfly Valve.
Run Position
1. The compressor should not be turned on until the engine is running at full speed.
2. Move the compressor ON/OFF switch to the ON position. The ON position opens the Butterfly
Inlet Valve and allows the compressor to compress air.
To Stop Compressor
1. Move the compressor ON/OFF switch to OFF position. The OFF position closes the Butterfly
Inlet Valve and stops the compressor from compressing air.

DM45SP/DMLSP
5.6 --PROPEL OPERATION
RECOMMENDATIONS AND CHECKS

1. Before starting engine or beginning to move drill, check inside, outside and underneath drill for
people or obstructions. Check the work area for obstacles and personnel.
2. Make sure the horn and backup alarm are working properly. Refer to the Backup Alarm Check
Procedure shown below.
3. Check all instruments and warning lights. If instruments and lights indicate a fault or a problem,
contact the appropriate personnel to correct them.
4. Make sure that all drill lights are working and provide good illumination of the working area.
5. Always be aware of the risk of overturning when propelling on ramps which are unstable or
have steep slopes. Maintain a safe distance between the edge of the ramp and the outer edges
of the tracks.
6. Always sound the horn before moving the drill in either direction to alert persons in the area.
Allow sufficient time before putting the drill into motion.
Backup Alarm Check Procedure
After starting the drill, a check to verify that the Backup Alarm is functioning properly is very
important. This inspection should be performed before each shift and at every startup.
1. Start engine (Refer to starting procedure in shown in Engine Operation).
DRILL/PROPEL
SELECTOR Figure 5.6---1
2. To check that the Backup Alarm is functioning properly, move the Propel/Drill Mode Selector to
Propel (Figure 5.6--1). An intermittent alarm should sound immediately. If no alarm sounds,
contact the proper service personnel and correct the problem before operating the drill.
After starting the drill, a check to verify that the Hydrostatic Brakes are functioning properly is very
important. This inspection should be performed before each shift and at every startup.
Brake System Check Procedure
Note: This drill rig is equipped with spring applied disc brakes which are automatically applied in
the event of an engine shutdown or hose failure causing loss of brake release pressure.

DM45SP/DMLSP
Brake System Check Procedure (continued)

Observe the area around the drill for personnel and obstructions. Check for correct operation of the
hydrostatic service brake system by tramming the drill in forward and reverse directions using the
Propel Controllers to alternately accelerate and brake the drill movement.
Note: Braking should be smooth and capable of bringing drill to a complete stop when Propel
Controllers are placed in the STOP position. If not, you must contact service personnel
immediately.
Propel (Tramming) the Drill

Check travel and work area for personnel and obstructions.
1. Make sure all the controls are in the neutral, stop or OFF position. The Drill/Propel Selector
should be in the drill mode position.
2. Start the engine (Refer to starting procedure in shown in Engine Operation).
3. When the engine, hydraulic and compressor oils have all reached 100_F (38_C), the drill can
be operated.
4. Move the Propel/Drill Mode Selector to Propel. The main pump flow is diverted to the propel
controllers. The drill may be moved. The brakes will automatically release as hydraulic flow to
the propel motors increases.
5. Increase the Engine speed to full ”operating” speed. This speed affords maximum torque for
tramming up grades and gives a maximum tramming speed to 1.85 mph (3km/hr). Note: Never
use the engine speed control to control the speed of travel.
Note: The drilling end is considered the front end of drill and F & R symbols relate to the respective
directions of travel.
6. The Track Propel Controllers regulate track direction, speed of travel, and the service braking
function. To propel the drill in either the Forward or Reverse direction, gradually move controller
in the desired direction until the required propel speed and direction are effected. To slow
and stop drill tramming, move the controller slowly towards the STOP position. Positioning the
controller in the STOP position will halt drill propel movement and apply the brakes.
DRILL/PROPEL
SELECTOR
LEFT TRACK RIGHT TRACK

CONTROLLER CONTROLLER
Figure 5.6---2

DM45SP/DMLSP
Propel (Tramming) the Drill (continued)

7. Shift the two tram levers, labeled “RIGHT TRACK” and “LEFT TRACK”, to control the speed
and direction of each track (see Figure 5.6--2). If both levers are pushed forward evenly, the drill
will go straight ahead, towards the non--drilling end. When levers are in neutral, the drill will not
move. It will move towards the drilling end when levers are pulled toward the operator.
LOSS OF MACHINE CONTROL -- Moving the Propel Controllers (F--STOP--R) quickly may
cause loss of drill control, lurching or serious injury. Move the Tram (Propel) control slowly.
8. Each Propel Track motor is operated independent from the other. Steer the drill by moving the
Propel Controllers (figure 5.6--2) and control the direction of track rotation of the respective Left
Hand and Right Hand track. This way, the drill can be counter rotated when operating in a close
area. Controlled radius turning can be achieved by holding one lever slightly ahead or behind
the other. In addition, counter rotation and skid steer turns can be accomplished,
If the drill is moving and something causes the drill to start to run away, immediately move
the Drill/Propel Selector to DRILL mode. This will shift the diverter valves to Drill and stop
any more oil from passing through the propel motors. It will stop the drill.
9. During tramming, monitor the inclinometers (option) to ensure that the drill does not exceed
slopes of 20_ in either direction of travel or at 90_ to the line of travel.
Stopping Drill Propel

1. For normal braking, move the Propel Controllers (figure 5.6--2) towards the OFF position.
2. To completely stop the drill movement, position the Propel Controllers in the OFF position.
The parking brake warning light (option) should illuminate.
3. Unless you are intending to move the drill immediately, move the Drill/Propel mode selector
switch to DRILL position. This action sets the brakes on the propel motors and keeps the
tracks from moving.

DM45SP/DMLSP

DM45SP/DMLSP
5.7 -- DRILL SETUP
DRILL SETUP PROCEDURE
Prepare Drill and Area

1. Observe area around drill for personnel and obstructions.
2. Make sure bits and tools are stowed correctly so people do not fall over them while doing their
jobs.
3. Always sound the horn (button option) on the operator’s control panel before starting the drill to
alert everyone in the area.
4. Monitor all instruments and warning lights. If any indicate a fault or a problem, contact service
personnel.
5. Make sure drilling lights are operational before dark.
Leveling the Drill

DRILL/PROPEL SELECTOR TOWER UNPINNED LIGHT TOWER PIN SWITCH
TOWER RAISING
LEVELING JACK REAR
LEVELING JACK FRONT
LEVELING JACKS
RETRACTED LIGHTS
Figure 5.7---1
BUBBLE LEVEL PROPEL CONTROLS LEVELING JACK FRONT
Be sure the ground is level and solid before lowering jacks. Never stop the drill against a
high wall that is liable to collapse or cause a crushing risk.
1. On arrival at the hole location, position the drill on a level, firm surface.
2. Always check to see that the drill/propel mode selector is in the drill position and both propel
controllers and the drill feed controller are at stop position.
3. Increase engine speed to full speed with the Engine Throttle Selector switch.

DM45SP/DMLSP
5.7 --- DRILL SETUP
Leveling the Drill (continued)

4. Evenly extend the three leveling jacks. Keep the drill level as indicated by the bubble in the level
gauge.
a) First extend the two front (side) leveling jacks on the drilling end and level the drill side to
side by adjusting the Front Levelling Jack Controllers (figure 5.7--1).
b) Extend the rear (non--drilling) end leveling jack with the Rear Leveling Jack Controller
(see figure 5.7--1) and level the drill front to back until the level bubble is centered.
Use adequate cribbing (blocking) under each jack to prevent the jacks from sinking into the
ground and causing the drill to tip over. It is solely the operator’s responsibility to ensure
the drill does not turn over. Always keep the drill at its lowest possible level position.
Raising the Tower
Do not raise the tower or operate this drill in the vicinity of electrical power lines. Operating
too close or contacting a power line with any pat of the drill can result in electrocution.
Contacting power lines with any part of the drill will cause Death! Keep at least 10 feet (3
meters) away from power lines. If there appears any danger of wind or other obstruction
closing the distance, do not drill in that area.
1. Check all hoses and cables to be sure that they are free and clear. Also, check for tools and
loose objects on tower before proceeding.
2. The engine should be at full speed and the drill must be on the leveling jacks and level.
3. Use the Tower Raise/Lower Controller (Figure 5.7--1) to raise the tower. The tower raise/lower
controller is spring loaded to center, so it must be held in position. As the tower approaches a
vertical position, slowly move the controller to its center position to allow the tower to position
without impact. Never slam the tower into the vertical position. Center the controller when the
tower is vertical.
Tower Pinning
1. Position the Tower Pinning switch (Figure 5.7--1) into the “pinned” position and check that the
tower unpinned warning light is not illuminated. When the pin is fully engaged, the light should
extinguish.
2. Check the bubble level (see Figure 5.7--1) and adjust leveling jacks as necessary to center the
bubble. The tower is vertical when the bubble is centered.
Note: When the drill is being used with the angle drill option, it is still necessary to level the drill
before raising the tower to the required angle.
3. The drill is ready for drilling.

DM45SP/DMLSP
5.7 --- DRILL SETUP
Tower Lowering
1. Make sure the unit is level and that the swivel is at the top of the tower so that no components of
the drill string protrude from the base of the tower. Also, make sure there are no tools or other loose
objects on the tower or any other place where they could fall or interfere with the movement of the
tower.
2. Move the Tower Pinning toggle switch to the “unpinned” position.
3. Lower the tower using the Tower Raise/Lower controller. As the tower approaches the tower
rest at the rear of the drill, ease up on the controller and let the tower settle onto the rest. Do not
let the tower drop on this rest with extreme force.
4. Center all controls when the tower is on the support.
OverPressure Control System

Every drill is equipped with an Over Pressure Control System to help prevent tipping of the drill by
over feeding during the drilling process. A pilot valve, mounted under each drilling end jack cylinder
nipple, is closed as long as the jack is extended with the jack pad firmly on the ground. If the jack
pad is raised off the ground, or the ground gives way under the pad, the nipple will push the pilot
valve plunger down and open the compensator vent line on the main feed pump. This action
reduces the feed pressure to zero (0) psi and prevents the drill rod from extending further. Both jack
pads must be firmly on the ground so the pilot valve plungers extend and close. Pressure is then
returned to the feed system.
LEVELING JACK
OVERPRESSURE VALVE
Figure 5.7---2
This system does NOT relieve the operator from the responsibility of having control of the
drill at all times. While the “OverPressure” reduces the chance of a tip over, the operator
must see that he does not overfeed the drill to this extent.
The operator must also take care in locating the leveling jacks on firm ground. Nothing can prevent
the drill from upsetting if the ground or shoring under the leveling jacks gives away. Note: Liability
for tipping a drill over lies solely with the driller.

DM45SP/DMLSP
5.7 --- DRILL SETUP
Over Pressure Control Test
ENGINE THROTTLE ON / OFF STARTER DRILL / PROPEL

(SPEED SELECTOR) KEY SWITCH BUTTON SELECTOR
SWITCH
TOWER
PINNING
LIGHT
TOWER
RAISING
REAR LEVELING
JACK
FRONT FRONT
DRILL FEED
LEVELING JACK LEVELING JACKS LEVELING JACK
CONTROLLER
RETRACTED LIGHTS
Figure 5.7---3
This Test Must Be Performed At The Start Of Each Shift. Level the drill with the tracks about 1--2
inches (50.8mm) off the ground. The drill weight must be fully suported by the leveling jacks.
1. Raise the tower by following instructuctions in Raising / Lowering the Tower Procedure.
2. Retract both drilling end jacks off the ground (refer to Leveling the Drill Procedure)
3. Move the Drill Feed Controller to Pulldown.
4. There Must Not Be Any Movement of the feed system.
5. Move the Drill Feed Controller to the STOP position.
6. Extend one of the front (side) leveling jacks until it is firmly on the ground.
10. Retract the jack and extend the other front (side) leveling jack until it is firmly on the ground.

DM45SP/DMLSP
5.8 -- ROTARY DRILLING PROCEDURES
DESCRIPTION
Rotary drilling methods use the combination of raw weight and rotation to chip and carve rock
from a hole. The rotary method works fine in soft formations where adequate weight and stress can
be applied to the rock to initiate fracture and chipping.
Rotary drilling is done by rotating a Tricone bit against the rock while using down pressure to crush
the rock. A stabilizer is normally used to keep the hole straight and to prevent the bit from becoming
stuck.
After the drill has been set up for drilling, there are a number of operations which involve handling
heavy drill rods, drill bits and other components used for various drill rod and drill bit changing
procedures.
Heavy components must be handled with care using appropriate lifting aids provided to
facilitate heavy component lifting operations.
Rotary Drill String Tools and Accessories

The following are drill string tools and accessories used in rotary drilling for installing or changing
the Tricone drill bit and breaking tight threaded joints between kelly bars, lower bit subs or drill bits.
1. Upper Sub
2. Kelly
3. Lower (Bit) Sub
4. J--Wrench
5. Chain Wrench
6. Centralizer Ring Bushing
7. Roller Bushing
8. Drill Split Bushing
9. Bit Basket
10. Tricone Bit

DM45SP/DMLSP
5.8 --- ROTARY DRILLING PROCEDURES
Rotary Drill String Tools and Accessories (continued)
SWIVEL
UPPER SUB
CHAIN
WRENCH
J --- WRENCH
KELLY
DRILL SPLIT CENTRALIZER

BUSHING BUSHING
CENTRALIZER BIT BASKET

BUSHING LOWER (BIT) SUB
Figure 5.8---1 TRICONE BIT

DM45SP/DMLSP
5.8 -- ROTARY DRILLING PROCEDURES
Add Lower Sub to Kelly

1. Raise the tower and lock it in place.
2. Move kelly down through rotary table ablut halfway between the table and the tower bottom.
Stop kelly.
3. Lubricate the threads of the lower sub and the kelly threads.
4. Physically thread sub onto the threads of kelly.
5. When sub is hand tight, use the chain wrench to hold the sub while tightening the connection by
rotating the kelly in a forward direction.
6. Remove the chain wrench from the lower sub.
Install Rotary Bit (Tricone)
Installing Rotary (Tricone) Bit -- No detailed procedure is offered for installing the tricone bit
because there are a number of ways this can be accomplished and each driller usually
establishes his own routine for doing so. However, the following tips may be helpful:
1. It is important to remember to grease all threaded joints before screwing together. Use a
good grade of thread joint compound and apply liberally to both male and female threads.
2. Make sure the tower centralizer bushing is installed.
3. When threading the tricone bit onto the lower sub, manual positioning of the bit and sub
may be necessary to ensure threads screw on straight without cross--threading.
Be sure a good joint has been made by looking at the connection between the bit sub and
the lower sub threads before moving the kelly.
Rotary Drilling Procedure

1. Make sure the bit sub and rotary bit are installed correctly.
2. The engine should be running at full speed.
3. Turn on the drill air throttle (HP drills only) or Compressor ON Lever (LP drills only). Refer to
Figure 5.8--2 and instructions in the COMPRESSOR OPERATION section.

DM45SP/DMLSP
Rotary Drilling Procedure (continued)
(LP) DRILL ON/OFF

AIR THROTTLE
(HP) DRILL AIR

THROTTLE
(HP)
COMPRESSOR
ON--- OFF
ROTATION FEED
DRILL FEED Figure 5.8---2
FORCE
4. Pull the drill rotation controller to the clockwise (forward) position. With the controller, adjust
to slow rotation speed for starting the hole. The type of formation being drilled determines the
rotation speed.
Note:
Rotation is only possible when the Drill / Propel Mode Selector is in the DRILL mode position.
5. Turn on the dust collector if necessary. Turn on the water pump if water injection is required at
startup.
6. Set the drill feed force control to minimum.
7. Use drill feed controller in the DOWN position until the bit contacts the ground.
8. The first several feet or meters of drilling is called “overburden”. It usually consists of soft soil,
broken rock, gravel or clay. When drilling through this mixture, care must be taken to prevent
excessive cuttings from being blown out of the hole and causing a washout.
9. Adjust the rotation and feed speed to fit the type of overburden being drilled.
10. Use the drill feed controller in the DOWN position to start drilling. Drill with slow penetration until
hole has been collared (or bit has buried itself).
Never apply maximum pulldown until hole is collared. More bits are broken in starting the hole than
in drilling. The first hole drilled in a new formation should be drilled slowly so the clay seams, voids,
cracks, etc. can be located before plugging or breaking the bit.
11. Increase the pulldown pressure after collaring.
12. Watch the cuttings coming from hole to determine what type formation you are drilling through.

DM45SP/DMLSP
Rotary Drilling Procedure (continued)

13. As penetration progresses, keep close check on the bit air pressure and the cuttings returned
from the hole. A rise in air pressure and loss of circulation indicates that the bit is plugged. Bit air
pressure should be approximately 40 psi (2.8 kg/sq.cm).
Loss of circulation and no air pressure indicates the bit has entered a void of some type. When this
occurs, the bit should be retracted 5ft. to 10 ft (1.5--3m) every 2 feet (.6m or so of penetration. This
will ensure that cuttings do not form a column behind the bit, which will stick to the kelly and/or make
retraction extremely difficult after the required depth has been reached.
14. Using proper drilling technique, drill down until the kelly reaches it’s depth. Reverse feed and
bring kelly and bit out of the hole.
15. Stop rotation. Switch off dust collector if it is being used. Turn off water pump if it is being used.
Turn off drill air.
Rotary Bit Changing Procedure

The procedure below can be used when changing or replacing a rotary bit during the rotary drilling
process.
1. Feed kelly up until the rotary bit is just below the tower bottom and raise the centralizer bushing.
2. Feed the kelly up until the bit is above the tower bottom.
3. Install the bit basket.
4. Lower the bit into the bit basket.
5. Install the chain wrench onto the chain wrench hydraulic cylinder.
6. Connect the the chain wrench onto the lower bit sub.
7. Extend the chain wrench.
8. Retract the chain wrench to break the bit loose from the lower bit sub.
9. When the bit is loose, remove and move the chain wrench out of the way.
10. Use reverse rotation to unscrew the bit from the kelly.
11. Use slow feed up to allow the bit threads to unscrew. Raise the kelly above the bit.
12. Remove the old bit from the bit basket and replace it with the new bit.
13. Lubricate the threads on the new bit.
14. Lower kelly bit sub onto bit.
15. Use slow forward rotation to tighten bit into lower bit sub.
16. Tighten securely.

DM45SP/DMLSP
Rotary Bit Changing Procedure (continued)

17. Raise kelly assembly above table.
18. Remove bit basket.
19. Lower kelly until bit is below tower bottom.
20. Install centralizer bushing.
21. Turn on drill air throttle (HP drills only) or Compressor ON (LP drills only).
22. Engage drill rotation controller in the forward position and adjust rotation speed.
23. Use drill feed in the down position to start drilling. Adjust down pressure with the feed pressure
control rotary switch.
24. Adjust rotation speed as required.

DM45SP/DMLSP
5.9 -- DHD DRILLING PROCEDURES
DESCRIPTION
DHD’s achieve high productivity in hard rock applications by adding percussion to the drilling
process. In harder rock, the rotary method cannot supply sufficient load on the bit inserts to crack
the rock and produce a chip.
Percussion drills overcome the rotary bit load limitation by producing a very high load during impact
on the hammer. This load is sufficient to drive the cutting inserts into the rock to produce chips.
DHD’s operate by using the position of a piston to direct supply and exhaust air to and from drive
and return volumes. The drive volume “drives” the piston toward impact and the return volume
“returns” the piston in preparation for another impact stroke.
Refer to I--R Technical Manual for “Quantum Leap” Downhole Drills , TM6121 (Part Number
52117397) for detailed information on Model QL Series Downhole Drills.
After the drill has been set up for drilling, there are a number of operations which involve handling
heavy downhole hammers, drill bits and other components used for various drill bit changing
procedures.
Heavy components must be handled with care. Use appropriate lifting aids to facilitate
heavy component lifting operations.
Downhole Drill String Tools and Accessories

The following are drill string tools, accessories and items involved with respect to installing and
removing the DHD hammer, bit changing and releasing tight threaded joints.
1. Upper Sub
2. Kelly
3. Lower Sub
4. J--Wrench
5. Chain Wrench
6. Kelly Centralizer Bushing
7. DHD Centralizer Half Bushings
8. DHD Hammer
9. Bit Basket
10. Bit Detaching Chuck (to fit button bit)
11. Button Bit

DM45SP/DMLSP
5.9 --- DHD DRILLING PROCEDURES
Downhole Drill String Tools and Accessories (continued)
SWIVEL
UPPER SUB
CHAIN
WRENCH
J --- WRENCH
DHD
HAMMER
DHD CENTRALIZER KELLY

HALF BUSHING
DHD
HAMMER
CENTRALIZER
BUSHING
DRILL SPLIT
BUSHING
TABLE
(PLATFORM)
BIT DETACHING
CHUCK LOWER SUB
KELLY
CENTRALIZER
BUSHING
BIT BASKET
BUTTON BIT
Figure 5.9---1

DM45SP/DMLSP
DHD PROCESSES
Downhole drilling with a DHD consists of several processes. There is an order that should be
followed to maximize performance. To downhole drill, an operator must: Install the DHD on the kelly
lower sub, Install a Button Bit on the DHD, Start the Compressor, Start the hole with the DHD,
Follow DHD Drilling Procedures, Remove the DHD from Drill String, Remove the Bit from DHD and
follow some General Hints.
Install DHD to Kelly Lower Sub

Initially, the Downhole Hammer Drill must be connected to the kelly lower sub before the Button Bit
can be installed.
1. Install a piece of wood on top of table bottom.
2. Manually set lower chuck (Figure 5.9--2) of the DHD on the wooden block.
BUTTON BIT
(SHOWN FOR
DHD HAMMER REFERENCE)
BACKHEAD THREADS
LOWER CHUCK
BUTTON BIT Figure 5.9---2
3. Lubricate backhead threads of DHD with joint grease.

4. Install kelly centralizer bushing over kelly and hold out of the way until threads are made up.
5. Feed kelly down slowly until the backhead threads engage lower sub. Hold DHD in vertical
position to avoid cross--threading.
6. Slowly engage rotation while feeding kelly downward until joint is tight and DHD starts to
rotate. Stop kelly rotation and feed.
Note:
An alternative method is to set the piece of wood on the ground under the table opening and
manually set the lower chuck (Figure 5.9--2) of the DHD on the wooden block. Then follow
steps 3 thru 6 above.
DHD Button Bit Installation

The Button Bit must be installed on the Downhole Hammer Drill.
1. Remove the wood and install the Bit Basket and the correct size Bit Detaching Chuck, for
the size bit to be used, into the drilling platform recess.

DM45SP/DMLSP
DHD Button Bit Installation (continued)

2. Manually insert the Button Bit into Bit Basket, being careful not to damage inserts.
Note:
The Button inserts on a DHD bit are made to take a large force in one direction only and that is
straight up. If a button receives a blow from any other direction, it may break. Handle bits with
care.
DHD
CENTRALIZER BIT RETAINER
BUSHING
O --- RING
SPACER
BIT DETACHING
CHUCK
DRILLIING
PLATFORM
CHUCK
BIT BASKET
DRILL BIT
Figure 5.9---3
3. Manually unscrew the bit chuck and remove bit retaining rings from the DHD.
4. Insert chuck and retainers over bit.
5. Lubricate chuck threads with tool joint lube.
Note:
Bit Splines should be well lubricated with Rock Drill Oil or thread grease before the chuck is
installed over the splines. Additionally, the threads on the chuck should be well coated with
thread grease before threading the chuck into the DHD. Remember to install the kelly
centralizer bushing before threading the chuck into the DHD.
Note:
Follow Actual Manufacturer’s Lubrication Instructions when using DHD Hammers. Rock Drill
Oil is only used on I--R DHD’s.
6. Slowly feed the DHD down over the bit until chuck can be pushed up onto DHD wear sleeve
threads. Stop feed.
7. Hold chuck up into wear sleeve and engage rotation slowly. Chuck should move upwards
as threads are tightened.
8. When rotation stops, increase rotation torque until bit is securely locked in place.
9. Feed DHD and kelly up until bit basket can be removed.
10. Feed the DHD and bit down through the main centralizer bushing.
Note:
An alternative method is to set the Bit Basket and correct size Bit Detaching Chuck, (Figure
5.9--3) on the ground under the table opening. Then follow steps 2 thru 9 above.

DM45SP/DMLSP
DHD Drilling Procedure

When using the I--R DHD for the first time, pour one cup (8 oz./230 ml) of Rock Drill Oil into the drill
backhead to lubricate it before starting the DHD.
Note: Follow the Actual Manufacturer’s Lubrication Instructions when using DHD Hammers. Rock
Drill Oil is only used on I--R DHD’s.
1. The DHD should be connected to the kelly. Make sure the split DHD bushings are installed
in the main bushing.
2. The engine speed should be at full speed.
3. Turn on the compressor. Adjust the pressure regulator to the desired setting. Refer to High
Pressure Operation instructions in the COMPRESSOR OPERATION section.
AIR PRESSURE
REGULATOR (HP)
(HP) DRILL AIR

THROTTLE
COMPRESSOR
VOLUME CONTROL
(HP)
COMPRESSOR
ON--- OFF
ROTATION FEED
DRILL FEED Figure 5.9---4
FORCE
4. Turn on the DHD lubricator switch on the console (Figure 5.9--5).
CONTROL
LOCATED ON
OPERATOR’S
CONSOLE
INSTRUCTIONS
LOCATED ON
DHD LUBRICATOR
TANK
Figure 5.9---5

DM45SP/DMLSP
Starting the Hole with a DHD (continued)

5. The DHD lubricator indicator light (Figure 5.9--5) will light up to confirm that the lubrication
system is in service.
6. Regulate the flow if necessary. Read the instructions on the side of the lubricator to regulate
for the compressor size of the drill.
7. Start forward (clockwise) rotation using the Drill Rotation Controller. Regulate the speed as
needed with the Drill Rotation Controller.
Note:
Rotation is only possible when the Drill / Propel Mode Selector is in the DRILL mode.
8. Make sure the dust aprons are in place.
9. Open the Drill Air Throttle (Figure 5.9--4) slowly and allow air flow to operate the DHD.
10. Move the Drill Feed Controller to the DOWN position and adjust the feed speed for drilling
conditions.
11. The first several feet or meters of drilling is called “overburden”. It usually consists of soft
soil, broken rock, gravel or clay. When drilling through this mixture, care must be taken to
prevent excessive cuttings from being blown out of the hole and causing a washout.
12. Turn on the dust collector or water injection, whichever is used for dust control.
13. Start forward rotation and adjust rpm for drilling conditions.
14. Engage down feed and monitor carefully as hole is collared. Do not overfeed.
Removing DHD from Kelly

1. Using drill feed, move the drill string so the backhead on the DHD is slightly above the table.
2. The centralizer bushing must be held up out of the way so the J--Wrench can be inserted on
the backhead.
3. Install the split bushings around the DHD. Lower the DHD until the flats on the backhead are
just above the table.
COUNTER CLOCKWISE
ROTATION TO LOOSEN
Figure 5.9---6

DM45SP/DMLSP
Removing DHD from Kelly (continued)

4. Use the J--Wrench to secure the backhead on the table. Use drill feed to move DHD down until
J--Wrench rests on table.
5. Slowly reverse rotation until the J--Wrench is almost touching a vertical tower member.
6. Using full rotation speed with drill rotation controller, reverse rotation and impact the J--Wrench
against the tower member.
7. When the joint is loose, reduce speed on the drill rotation controller and slowly raise the kelly
until connection is separated.
Bit Removal
Bit removal can be one of the most dangerous and frustrating tasks associated with the drilling
operation. However, with the proper tools and techniques it should require no more than a few
minutes to remove a bit. The following lists pointers which will be beneficial in helping you remove a
bit quickly, safely and with reduced risk to damaging DHD parts and components:
1. Use sharp tong jaws. Worn or rolled over tong jaws increase the jaw pressure and make the
wrench more prone to damaging the hammer case. Many I--R hammer cases are case
hardened which means sharp jaws are needed to grip through the hardened case.
2. Grip the casing in the proper location. Gripping over threads can make thread loosening
extremely difficult. Example; as the wrench tightens it exerts an inward force which can
pinch the threads if they are under the wrench jaw. This only increases the torque needed
to uncouple the thread. Also, do not grip casing in an area where the bore is not supported
by either the piston or bearing. Gripping over an unsupported area can distort the bore.
3. Insure the bit fits properly within the bit basket. An improper fit may result in the bit slipping
from the basket.
4. Never weld or hammer on casing to loosen it. All casings except QL200 are case hardened
for extended service life. The hard casing surface can be cracked by welding or impacting
with a sledge hammer.
Be sure chain wrenches or tongs are rated for the torque applied. The flying parts of
chain wrenches can cause injury or death when they break.
Removing Bit from DHD

1. Using drill feed, raise DHD up until the bit basket can be installed into table recess.
2. Insert bit basket and bit detaching chuck into table recess and lower the bit into basket.
3. Attach chain wrench to lower section of DHD. Do not allow chain wrench to contact DHD
chuck.
4. Use the Chain Wrench Controller to extend and retract the chain wrench cylinder. Loosen
the bit chuck from DHD wear sleeve.

DM45SP/DMLSP
Removing Bit from DHD (continued)

5. Remove the chain wrench and feed the kelly up slowly. Simultaneously reverse the kelly
rotation and unscrew the bit chuck completely from the DHD wear sleeve. Stop feed and
rotation.
6. Lift the bit chuck and retainers from the drill bit and remove the drill bit from bit basket.
7. Replace the old bit with new one and manually install bit chuck and retainers on new bit or
manually install bit chuck and retainers back on DHD for storage.
DHD Drilling Procedures

1. Make sure the DHD and button bit are installed correctly.
2. Turn on the drill air throttle controller slowly. Turn on the DHD lubricator. Turn on the water
pump or dust collector if necessary.
3. Push the drill rotation controller to clockwise (forward) position. Adjust the rotation speed
with the controller.
Note: Rotation is only possible when the Drill/Propel Mode Selector is in the DRILL mode.
4. Use drill feed controller in the DOWN position while starting a hole.
5. Regulate the drill feed by using the feed pressure control on the console.
SUPER CHARGE ROTATION PUMP PULL DOWN

PRESSURE PRESSURE PRESSURE
BIT AIR ROTATION

PRESSURE SPEED
(HP) DRILL AIR

THROTTLE
ROTATION
CONTROLLER FEED
CONTROLLER
DRILL FEED
FORCE Figure 5.9---7

DM45SP/DMLSP
DHD Drilling Procedures (continued)

6. Adjust the rotation and feed speed (down pressure) by checking the rotation and pulldown
gauges. The pulldown pressure can be turned to holdback pressure when there is enough
weight on the kelly to pull the kelly downward.
7. Watch the cuttings coming from the hole to determine what type formation you are drilling
through.
General Drilling Hints

1. The DHD lubricator must always be used whenever the DHD is being operated. Use the
correct oil for the DHD and the season.
The amount of oil required varies with the size of the air compressor, not the DHD. Select the
compressor size on the three position Lubricator Air Flow Selector. On 1050 cfm compressors,
the setting is 900 cfm.
INSTRUCTIONS LOCATED ON
CONTROL LOCATED ON Figure 5.9---8 DHD LUBRICATOR TANK
Follow Actual Manufacturer’s Lubrication Instructions when using DHD Hammers. Rock Drill
Oil is only used on I--R DHD’s.
2. Water Injection should be used to contain dust and must be used whenever water is
encountered in the hole to prevent collaring.
3. Do not operate the water pump if no circulation is being observed (i.e. bit is stuck in the
hole). Water will fill up the air supply lines and flow back into the receiver separator tank
of the compressor.
4. Do not open drill air throttle flow control suddenly. It may cause a collapse of the separator
element over a period of time.

DM45SP/DMLSP

DM45SP/DMLSP
5.10 -- STOPPING, PARKING & SHUTDOWN
STOPPING, PARKING & SHUTDOWN
DRILL/PROPEL SELECTOR TOWER UNPINNED LIGHT TOWER PIN SWITCH
TOWER RAISING
LEVELING JACK REAR
LEVELING JACK FRONT
LEVELING JACKS
RETRACTED LIGHTS
BUBBLE LEVEL PROPEL CONTROLS LEVELING JACK FRONT Figure 5.10---1
Stopping the Drill

1. For normal braking, move the Propel Controllers towards the OFF position.
2. To completely stop the movement, position the Propel Controllers in the OFF position and
the parking brake warning light should illuminate.
3. Unless intending to move the drill immediately, move the Propel/Drill Mode Selector switch
to the DRILL position.
Parking the Drill

1. Move drill away from the highwall or face before shutting the drill down for the day.
2. Don’t park the drill under an overhang or where a bank can cave in.
3. ALWAYS park the drill on solid, level ground. If this is not possible, always park the drill
at a right angle to the slope and chock the tracks.
4. If the drill is left over a hole, lower the jacks so the tracks touch the ground.
5. To park the drill, move it to firm, level ground. Bring the drill to a complete stop as mentioned
above.
6. USE proper flags, barriers and warning devices, especially when parking in areas of heavy
traffic.

DM45SP/DMLSP
Normal Shut Down

Normal Shutdown describes how the drill is to be shutdown following a drilling operation or work
shift. See “Emergency Shutdown” subsection which is part of the ENGINE OPERATION section
for shutdown emergency conditions.
1. Raise the kelly and drill bit out of the hole to clear the cuttings. Keep the string rotating and
be sure air is flowing while withdrawing the bit.
2. Stop feed and rotation when the bit enters the table dust seal
3. Turn off the compressor and allow the receiver to blow down to minimum pressure.
(LP) DRILL ON/OFF
AIR THROTTLE
(HP) DRILL AIR

THROTTLE
(HP)
COMPRESSOR
ON--- OFF
ROTATION FEED Figure 5.10---2

DRILL FEED
FORCE
Low Pressure Drills

On low pressure drills, the compressor is turned on and off with the use a manual inlet control
(see Figure 5.10--2). This is a lever and cable arrangement. Pull the lever towards the operator
to close the inlet.
High Pressure Drills
On high--pressure drills, the Compressor On/Off Switch is used to turn the compressor on and
off (see Figure 5.10--2). This is a two position, pneumatic switch. It is used to open and close the
compressor inlet valve. (See Section 5.5 Compressor Operation).
4. Open the Drill Air Throttle controller (HP Only) to lower air in the standpipe.
5. Pressure in the receiver tank must never be over 150 psi when the engine is stopped. This
applies to high pressure compressors (350 psi) only.
6. If the hole is completed, lower the tower:
a) Position the Tower Pinning switch into unlocked position. Check that the tower Unpinned
Warning Light is illuminated when the pin is fully disengaged.
b) Use the Tower Raise/Lower Controller to lower the tower. As tower approaches horizontal
position, slowly move the controller to its center position to allow tower to position without
impact. Never slam the tower into the horizontal position.

DM45SP/DMLSP
Normal Shut Down (continued)

7. Retract the leveling jacks, starting with the single jack on the non--drilling end (refer to Figure
5.10--1). Raise them all the way up so they do not interfere with the movement of the drill.
8. Disconnect any piping, ropes or cables from the drill and store them properly.
10. Be sure to relieve all pressures in the systems before leaving the drill.
11. Place all controls in neutral or park position before leaving the drill.
12. ALWAYS move the propel/drill mode selector to the “DRILL” position and make sure the propel
and drill controllers are all in the STOP positions (refer to Figure 5.10--1).
engine is running.
14. Turn the key switch to the OFF position.
15. After the engine has stopped, make sure the compressor blowdown valve opens and blows all
the air out of the receiver tank.
If the blowdown valve opens for a few seconds and then closes, there was excessive pressure in
the tank when the drill was stopped or a malfunction of a component in the regulation system. It will
leak for several minutes and then the butterfly valve will open and allow air and oil to flow back up
the intake tubes and into the air cleaners. Repair the problem before using the drill again.
16. Lock the ignition and remove the keys before leaving the operator’s cab.
Daily Precautions After Work

Perform the following precautions each day after work in addition to the daily routine maintenance
on the lubrication chart.
1. Fill the fuel tank to prevent condensation problems.
2. Clean the drill of accumulated material.
3. Lock all vandal protection devices on the drill.
Mounting and Dismounting of Equipment and Attachments

Note: Optional equipment mounting and dismounting on the drill must be performed by trained,
authorized personnel only.

DM45SP/DMLSP

DM45SP/DMLSP
5.11 -- TRANSPORTING THE DRILL
TRANSPORTATION PROCEDURES
Transferring the drill and equipment between work sites is potentially hazardous.
Before transporting the drill on public roads, check with your supervisor for instructions and
information in respect to traffic regulations regarding construction machinery.
Note: For more information on transporting, refer to Transporting and Towing section of Section
2.2 -- Safety Precautions and Guidelines.
Safety Precautions
The drill must be towed, loaded and transported only in accordance with the operating
instructions.
1. When towing drill, observe the prescribed transport position, admissible speed and itinerary.
2. DO NOT attempt to load drill rig on the transport vehicle without the knowledge and experience
with the operation of the drill rig.
3. Keep the trailer deck clean of clay, oil, mud, ice, frost and other material that can become
slippery.
4. Always know the overall height, weight, width and length of the drill rig the and hauling vehicle.
MAKE SURE there is sufficient clearance when crossing underpasses,bridges and tunnels or
when passing under overhead lines.
5. When moving the drill rig on public access roads, obey all traffic regulations and be sure that
proper clearance flags, lights and warning signs, including the “Slow Moving Vehicle” emblem,
are properly displayed. Know your approximate stopping distance at any given speed. Never
turn corners at excessive speeds. Look in all directions before reversing your direction of travel.
Drill Preparation
1. Remove all loose tools, material and accessories from the drill.
2. Raise the swivel to the top of the tower.
3. Lower the tower. Feather the controller as the tower approaches the tower rest so it doesn’t
impact with excessive force.
4. Retract leveling jacks, starting with the single rear leveling jack. Retract the other two leveling
jacks.
5. Make sure all controls are in neutral and any water lines and other connections are removed
and stored.
6. Idle the engine at LOW idle (1200 rpm) position for five (5) minutes to cool all fluids down. Stop
the engine and be sure the compressor blows down.

DM45SP/DMLSP
5.11 --- TRANSPORTING THE DRILL
Loading Drill by Drive On

The following information is for loading the drill under its own power (drive--on) for transporting.
1. Choose level ground which will solidly support the vehicle.
2. Always use a ramp when loading drill rig on a transport vehicle. Be sure ramps are of adequate
strength, low angle, and proper height.
3. Clean the trailer surface and loading ramps.
4. Use proper chock blocks in front and rear of the wheels of the transport vehicle when loading
the drill rig.
5. A signalman must assist the operator with any necessary warnings.
6. Use the Remote Propel (Option) Control Unit during loading the drill and control the loading
procedure from a safe vantage point.
NOTE:
For more information on the Remote Propel Control Unit Option, refer to Item 63 --Control Unit
in Section 4 -- Operating Controls.
7. Approach the transporter loading ramps squarely to make sure the drill does not drop off side of
ramp.
8. Propel the Drill onto the transporter vehicle trailer.
10. Move the propel/drill mode selector to “DRILL” position and make sure both the propel and drill
controllers are in the STOP positions.
11. Idle the engine at LOW idle (1200 rpm) position for five (5) minutes to cool all fluids down.
12. Shut engine down and be sure the compressor blows down.
13. Lock all lockable compartments and vandal protection devices on the drill.
Loading Drill with Lifting Equipment

The following information is for loading the drill, by lifting equipment, for transporting.
1. Use only appropriate means of transport and lifting gear of adequate capacity.
2. The fastening of loads and instructing of crane operators should be entrusted to experienced
persons only. The personnel giving instructions must be within sight or sound of the operator.
3. Always use the four lift points and proper lifting tackle. Refer to weight distribution in Section 3 --
Specifications & Systems.
4. Attach the lifting frame to the drill using the four lift points marked with “lift symbol” as reference.
(See figure 5.11--1)

DM45SP/DMLSP
5.11 --- STOPPING, PARKING & SHUTDOWN
Loading Drill with Lifting Equipment (continued)

5. Ensure that the appropriate lifting equipment is rated to the drill’s weight before lifting.
Lifting Beam or Spreader Bar
LIFT LIFT
SYMBOL Figure 5.11---1 SYMBOL
Tie Down Drill

1. After loading drill on the transporter, ensure that all pivoting assemblies are in locked positions
and that there are no unsecured or loose items which could dislodge during transportation.
2. Ensure that the propel/drill mode selector is in the “DRILL” position and make sure the propel
and drill controllers are all in the STOP positions.
3. If the engine has been running, idle engine at LOW idle (1200 rpm) position for five (5) minutes
to cool all fluids down.
4. Shut down engine and remove ON/OFF switch key.
5. Lock all lockable compartments and vandal protection devices on the drill.
6. Use proper chock blocks in front and rear of the tracks once loaded on the trailer.
7. Secure the drill rig to the deck of the transport vehicle with adequate chains, cables, tensioning
devices, blocks or other appropriate equipment to the four tie down points in accordance with
local regulations (see Figure 5.11--2).
8. The driver of the transport vehicle must be aware of the total weight load on the axles and the
overall dimensions of the drill. For further information, refer to the Dimensions and Weights in
Section 3 -- Specifications & Systems.

DM45SP/DMLSP
5.11 --- TRANSPORTING THE DRILL
Tie Down Drill (continued)
TIE DOWN
POINT
Figure 5.11---2 TIE DOWN POINT

DM45SP/DMLSP
5.12 -- TOWING THE DRILL
Personal injury or death could result when towing a disabled drill incorrectly. Follow the
recommendations below to properly perform the towing procedure.
1. Block tracks to prevent any movement before releasing brakes or before disconnecting
the final gear train. The drill can roll free if it is not blocked.
2. Relieve the hydraulic tank and hydraulic line pressure before any disassembly. Operate
the track propel controllers in both directions, with engine stopped, to relieve pressure.
3. Even after the drill has been turned off, the hydraulic oil can still be hot enough to burn.
Allow the hydraulic oil to cool before draining.
To tow the drill, both final drives must be disengaged. Do not operate the travel motors with
the final drives disengaged. Damage could result.
Clean the final drive covers and the nearby areas before disengaging the drives. Dirt can
contaminate and damage the propel motors, reduce propel performance and cause drill
malfunctions.
Use only drawbars for the towing requirement.

Maximum towing speed = 2.0 km/h (1.2 mph).
Maximum towing distance = 300 meters (984 feet).

DM45SP/DMLSP
GENERAL TOWING INFORMATION

These towing instructions are for moving a disabled drill a short distance, only a few meters (feet) at
a low speed not faster than 2 km/h (1.2 mph), to a convenient repair location. These instructions
are for emergencies only. Always haul the drill on a transporter if long distance moving is required.
Shielding must be provided on the towing machine to protect the operator if the tow line or bar
should break.
Do not allow the operator, or any other personnel, on the drill when it is being towed.
Before towing, make sure the tow line or bar is in good condition and has sufficient strength for the
towing situation involved. Use a towing line or bar with a strength of at least 1.5 times the gross
weight of the towing machine for towing a disabled drill stuck in mud or when towing on a grade.
Attach cable to front end (cab end) tie down points if pulling forward, or attach to the rear end tie
down points if pulling in reverse.
Do not used a chain for towing. A chain link can break, causing possible personal injury. Use a wire
rope cable with loop or ring ends. Use an observer in a safe position to stop the towing procedure if
the cable starts to break or unravel. Stop towing whenever the pulling machine moves without
moving the towed drill.
Keep the tow line angle to a minimum. Do not exceed 30_ angle from the straight ahead line of
travel.
Sudden machine movement could overload the tow line or bar and cause premature breakage.
Gradual and smooth acceleration will minimize breakages of towing components.
Normally, the towing machine should be as large as the disabled drill and have sufficient braking
capacity, weight and power to control both the machine and the disabled drill for the grade and
distance involved. To provide sufficient control and braking when moving the disabled drill
downhill, a larger towing machine or additional tandem connected machines could be required.
This will prevent a runaway or uncontrolled towing operation.
All the different situation requirements cannot be given here. Capacities range from minimal towing
machine capacity required on smooth, level surfaces and increases to maximum capacity required
on inclines and poor surface conditions.

DM45SP/DMLSP
Towing Procedure
To tow the drill a maximum of 300 meters (984 feet), use the following procedure:
1. Attach the drill to an appropriate towing vehicle using appropriate cable and drawbar which
can be secured in position at the selected tie--down points on the drill. Remove the chocks.
2. Locate the final drive engagement mechanism.
Only disengage final drives when machine is NOT moving.
COVER IN
ENGAGED
POSITION
COVER IN
DISENGAGED
Figure 5.12---1 POSITION
3. Thoroughly clean the area around the disconnect cover (item A).
4. Remove both screws (item1).
5. Remove the disconnect cover from the engaged position (item 2a). The spring loaded input
shaft (item 3) should move into its disengaged position when cover is removed.
6. Reinstall the disconnect cover in its disengaged position (item 2b). The spring loaded input
shaft will disengage and allow the tracks to free wheel.
7. Repeat procedure for the other track drive.
8. When required, reverse the procedure to reengage the input shaft.
Do not allow oil temperature to exceed 194_F (90_C) while towing.
The brakes are ineffective when the input shaft is disengaged. Provide other methods to
control movement of the drill.

DM45SP/DMLSP

DM45SP/DMLSP
5.13 -- SPECIAL CONDITIONS OF USE
SPECIAL CONDITIONS
Cold Weather Conditions

a) Refer to Lubricant, Fuel and Cooling Sytem Specifications in Section 6 -- MAINTENANCE
regarding cold weather lubricants, hydraulic fluids, coolants, etc.
b) Use winter grade diesel fuel for operation at subzero temperatures.
c) Be extremely careful using cold weather starting aids. Starting aids are very flammable and
should only be used if needed.
d) Remove batteries and store in a warm area to about 68_F (20_C).
Hot Weather Conditions

a) Monitor temperature gauges.
b) Keep cooling fins on radiator and oil cooler clean and free of accumulated dirt.
Water and Muddy Conditions

a) Clean the drill of accumulated material and thoroughly grease all lubrication points. Refer to
Lubricant Specifications in Section 6 -- MAINTENANCE.
Dusty Conditions
a) Keep air cleaner elements clean and free of accumulation of dirt.
b) Wear protective mask.
High Altitude Conditions

a) Be aware that engine power will be reduced.
b) Keep cooling fins on radiator and oil cooler clean and free of accumulated dirt.
Preservation & Storage

Observe the following when storing the drill for short periods of time.
1. Replace and secure all weatherproof covers.
2. Change all lubricants and fluids that may have deteriorated with use. Refer to the Lubricant
Specifications in Section 6 -- MAINTENANCE.
3. Check that the storage site is not subject to flooding or other natural hazards.
4. Wherever practical, run the engine and operate all the drill functions at regular intervals.

DM45SP/DMLSP
5.13 -- SPECIAL CONDITIONS OF USE

DM45SP/DMLSP
SECTION 6 --- MAINTENANCE
SECTION 6 -- MAINTENANCE SAFETY
SECTION 6
MAINTENANCE

DM45SP/DMLSP
SECTION 6 --- MAINTENANCE SAFETY

DM45SP/DMLSP
6.1 -- MAINTENANCE SAFETY
GENERAL MAINTENANCE SAFETY AND HEALTH

This manual has been published to alert operators, helpers and mechanics to the possible physical
dangers that are present in all phases of operation and maintenance of this drill.
Improper maintenance can cause severe injury or death. Read and understand the SAFETY
PRECAUTIONS AND GUIDELINES section of this manual before you operate or perform any
maintenance, service or repairs.
Anyone working around this drill must read and thoroughly understand the precautions outlined in
this manual before attempting to operate or perform work on the drill. In addition, “SAFETY
ALWAYS” must always be the primary consideration of all personnel when working around this drill
under normal or unusual conditions.
WEAR PROTECTIVE CLOTHING

Anyone working around the drill must wear
APPROVED safety equipment (safety shoes or
protective footwear, safety glasses, hearing
protection, hard hat, gloves, respirator, etc.) when
Safety Glasses Hard Hat Ear Protection
operating or maintaining the machine.
Wear close fitting clothing and confine long hair.
Operating equipment requires the full attention of

the operator. Do not wear radio or music
headphones while operating the machine. Electrically Respirator Electrically
Insulated Gloves Insulated Boots
Since this manual cannot cover every possible situation, all personnel are expected to exercise
good judgement and common sense when operating, servicing or working near this drill.
If you are not experienced with the drill’s controls and instruments, read and understand the
OPERATING CONTROLS & INSTRUMENTS section of this manual.
If there is any doubt about the safe operating procedure of the drill, STOP !! Review the
information supplied with the drill, ask your supervisor or contact your nearest Drilling Solutions
Representative for assistance.
Make sure all new employees read and understand the decals in Decal Safety Manual, mounted
on drill. Never remove the Decal Safety Manual. Replace manual if it becomes lost or illegible.
Unexpected drill motion or moving parts can cut or crush. Shut down the engine before
working on the drill.

DM45SP/DMLSP
6.1 --- MAINTENANCE SAFETY
SAFETY PRECAUTIONS
Most accidents involving product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing
potentially dangerous situations before trouble occurs. Some of the potential problems and ways
to prevent them are shown in the following pages.
Fluid Penetration
1. Always use a wooden board or cardboard when checking for leaks.
2. Leaking fluid under pressure can cause serious injury or death.
3. If fluid is injected into the skin, see a physician immediately.
Lines, Tubes and Hoses

1. Repair any loose or damaged fuel and oil lines, tubes and hoses. Leaks can cause fires.
2. Inspect all lines, tubes and hoses carefully. Do not use your bare hands to check for leaks.
3. Tighten all connections to the recommended torque.
4. Make sure all clamps, guards and heat shields are installed correctly to prevent vibration,
rubbing against other parts and excessive heat during operation.
5. Check for the following:
a) End fittings damaged, leaking or displaced.
b) Outer covering chafed or cut and wire reinforcing exposed.
c) Outer covering ballooning locally.
d) Evidence of kinking or crushing of the flexible part of the hose.
e) Armoring embedded in the outer cover.
Burn Prevention
1. Do not touch any part of an operating engine or its components.
2. Allow the engine to cool before any repair or maintenance is performed.
3. Relieve all pressure in air, oil, fuel or cooling systems before any lines, fittings or related
items are disconnected or removed.

DM45SP/DMLSP
Coolant
At engine operating temperature, the engine coolant is hot and under pressure. The radiator
and all lines to heaters or the engine contain hot water. When pressure is relieved rapidly, this
hot water can turn into steam. Always allow the hot cooling system components to cool before
draining. Any contact with hot water or steam can cause severe burns. Check the coolant level
only after the engine has been stopped and the filler cap is cool enough to remove with your
bare hand.
Coolant (continued)
1. Use extreme caution when removing filler cap, grease fittings, pressure taps, breathers or
drain plugs.
2. Hold a rag over the filler cap or plug to prevent being sprayed or splashed by liquids under
pressure.
3. Remove the cooling system filler cap slowly to relieve pressure.
4. Cooling system additive (conditioner) contains alkali. To prevent personal injury, avoid
contact with the skin and eyes and do not drink.
Oils
1. Hot oil and components can cause personal injury. Do not allow hot oil or any components
to contact the skin.
2. Keep all exhaust manifold and turbocharger shields in place to protect hot exhaust from oil
spray in case of a line, tube or seal failure.
Batteries
1. Battery electrolyte contains acid and can cause injury. Avoid contact with the skin and eyes.
Wash hands after touching batteries and connectors. The use of gloves is recommended.
Batteries give off flammable fumes, which can explode. Ensure there is proper ventilation
for batteries, which are located in an enclosure.
2. Always thaw a frozen battery before jump starting. Frozen batteries can explode.
3. Do not smoke when observing the battery electrolyte levels.
4. Always wear protective glasses when working with batteries.
5. Never disconnect any charging unit circuit or battery circuit cable from the battery when
charging unit is operating. A spark can cause the flammable vapor mixture of hydrogen and
oxygen to explode.

DM45SP/DMLSP
Fire or Explosion Prevention

1. Fire may result from lubricating oil or fuel sprayed on hot surfaces causing personal injury
and property damage. Inspect all lines and tubes for wear or deterioration. They must be
routed, supported or clamped securely. Tighten all connections to recommended torque.
Leaks can cause fires.
Fire or Explosion Prevention (continued)

2. Determine whether the engine will be operated in an environment in which combustible
gases could be drawn through the air inlet system. These gases could cause engine to
overspeed, which in turn could seriously damage the engine and result in bodily injury or
property damage.
3. All fuels, most lubricants and some coolant mixtures are flammable.
4. Diesel fuel is flammable. Gasoline is flammable. The mixtures of diesel and gasoline
fumes are extremely explosive.
5. Do not smoke while refueling or in a refueling area. Do not smoke in areas where batteries
are charged, or where flammable materials are stored.
6. Batteries give off flammable fumes which can explode. Keep all fuels and lubricants stored
in properly marked containers and away from all unauthorized persons. Store all oily rags
or other flammable material in a protective container, in a safe place.
7. Do not weld or flame cut on pipes or on tubes that contain flammable fluids. Clean them
thoroughly with a nonflammable solvent before welding or flame cutting on them. Remove
all flammable materials such as fuel, oil and other debris before they accumulate on the
engine. Do not expose the engine to flames, burning brush, etc., if possible.
8. Shields (if equipped), which protect hot exhaust components from oil or fuel spray in the
event of a line, tube or seal failure, must be installed correctly.
9. Provide for adequate and proper waste oil disposal. Oil and fuel filters must be properly
installed and housing covers tightened to proper torque when being changed.
10. Batteries must be kept clean and covers kept on all cells. Use recommended cables and
connections and keep battery box covers in place when operating.
11. When starting from an external source, always connect the positive (+) jumper cable to
the POSITIVE (+) terminal of the battery of the engine to be started. To prevent potential
sparks from igniting combustible gases produced by some batteries, attach the negative
(—) boost ground cable last, to the starter NEGATIVE (—) terminal (if equipped) or to the
engine block. See the Operation Section of this manual for specific starting instructions.
12. Clean and tighten all electrical connections. Check regularly for loose or frayed electrical
wires. Refer to maintenance schedules for intervals. Have all loose or frayed electrical
wires tightened, repaired or replaced before operating the engine.

DM45SP/DMLSP
13. All wiring must be kept in good condition, properly routed and firmly attached. Routinely
inspect wiring for wear or deterioration. Loose, unattached, extra or unnecessary wiring
must be eliminated. All wires and cables must conform to the recommended gauge and
be fused if necessary. Do not use smaller gauge wire or bypass fuses. Tight connections,
recommended wiring and cables properly cared for will help prevent any arcing or sparking
which could cause a fire.
Fire Extinguisher
1. Have a fire extinguisher available and know how to use it.
2. Inspect fire extinguisher and have it serviced as recommended on its instruction plate.
Crushing or Cutting Prevention

1. Support equipment and attachments properly when working beneath them.
2. Never attempt adjustments while the engine is running unless otherwise specified in this
manual.
3. Stay clear of rotating and moving parts. Guards should be in place whenever maintenance
is not being performed.
4. Keep objects away from moving fan blades. They will throw or cut any object or tool that
falls or is pushed into them.
5. Wear protective glasses when striking objects to avoid injury to your eyes.
6. Chips or other debris can fly off objects when struck. Make sure no one can be injured by
flying debris before striking any object.
Mounting and Dismounting

1. Clean steps, handholds and areas of the drill you will be working on or around.
2. Always use the steps and handholds when mounting and dismounting with a three point
stance.
3. Do not climb on or jump off drill or stand on components that cannot support your weight.
Use an adequate ladder.

DM45SP/DMLSP
Before Starting the Engine

1. Inspect the drill for potential hazards.
2. Be sure all protective guards and covers are installed when a drill must be started to make
adjustments or checks. To help prevent an accident caused by rotating parts ,work carefully
around them.
3. Do not disable or bypass automatic shutoff circuits. They are provided to prevent personal
injury and drill damage.
4. Never start an engine with the governor linkage disconnected.
5. Make provisions for shutting off air or fuel supply to stop engine if there is an overspeed
condition on start--up after performing repair or maintenance to the engine.
Engine Starting
1. DO NOT start the engine or move any of the controls if there is a warning tag attached to
the controls. Check with the person who attached the tag before starting.
2. Make sure no one is working on, or close to the engine or the engine driven components
before starting it. Always inspect the engine before and after starting.
3. Start the engine only from the operator’s station. Never short across the starter terminals
or the batteries as this could bypass the engine neutral--start system as well as damage the
electrical system.
4. Always start the engine according to the required Engine Starting procedure described in
this manual to prevent major engine component damage and personal injury.
5. Stop the engine according to the Engine Stopping instructions in the Operation Section to
avoid overheating and accelerated wear of the engine components.
6. Only use the Emergency Stop button in an emergency. DO NOT start the engine until the
problem causing the emergency stop has been located and corrected.
7. On initial startup or overhaul, be prepared to STOP the drill should an overspeed condition
occur. This may be accomplished by cutting the fuel and air supply to the engine.
8. Check jacket water and oil temperature gauges frequently during the operation of jacket
water and/or lube oil heaters to ensure proper operation.
9. Diesel engine exhaust contains products of combustion that may be harmful to your health.
Always start and operate the engine in a well--ventilated area and, if in an enclosed area,
vent the exhaust to the outside.

DM45SP/DMLSP
Starting Aids
1. Ether and other starting aids are poisonous and flammable. Do not smoke while changing
ether cylinders.
2. Use ether only in well ventilated places.
3. Keep ether cylinders out of the reach of unauthorized persons.
4. Do not store replacement ether cylinders in living areas, the storage compartment or the
cab.
5. Do not store ether cylinders in the direct sunlight or at temperatures above 102°F (39° C).
Discard cylinders in a safe place. Do not puncture or burn cylinders.
Engine Stopping
1. Stop the engine according to the Engine Stopping instructions in the Operation Section to
avoid overheating and accelerated wear of the engine components.
2. Use the Emergency Stop button only in an emergency. DO NOT start drill until the problem
is resolved.
3. On initial startup or overhaul, be prepared to STOP engine should an overspeed condition
occur. This may be accomplished by cutting the fuel and air supply to the engine.
GENERAL MAINTENANCE INFORMATION

To prevent minor irregularities from developing into serious conditions, several services or checks
are recommended for the same intervals as the periodic lubrication. The purpose of these services
or checks is to ensure the uninterrupted and safe operation of the unit by revealing the need for
adjustment caused by normal wear.
Prior to conducting any maintenance work, ensure that the following instructions are
observed:
1. The drill should be parked on a firm, level surface.
2. Ensure the engine is shut down and allowed to cool.
3. Disconnect the battery cables and cover exposed terminals before working on the drill’s
electrical system.
4. Stop the engine and allow the hydraulic oil pressure to fall before working on the hydraulic
hose installations or connections.
5. Stop the engine and allow compressor air pressure to completely relieve from the receiver
separator tank before working on the compressor, receiver tank and hose installations or
connections.
6. Thoroughly wash all the fittings, caps, plugs, etc. with a nonflammable, nontoxic cleaning
solution before servicing to prevent dirt from entering while performing the service.

DM45SP/DMLSP
When there is a need for an operator to work on the drill in the working area or the danger
zone and this involves activation of one or several drill functions, such work shall only be
done under the following conditions:
1. There shall always be two people present: both being fully instructed on the safety issues.
One of them, from the main operator’s position, shall supervise the safety of the service
man doing the work.
2. The supervisor shall have immediate access to the emergency stop in all situations.
3. The area where the service work is to be performed shall be properly illuminated.
4. Communication between the service man and supervisor at the main operator’s position
shall be established in a reliable manner.
5. Only when drill is shut down completely and the means of starting are isolated is a person
allowed to perform repair and maintenance work alone on the drill.
Fluids, Oil and Fuel Filters

1. When draining fluids, ensure that adequate sealable containers are available and every
care is taken to prevent spillage.
2. Always ensure waste fluids are disposed of in an environmentally safe manner.
3. Always ensure that used filters are stored in secure containers and are disposed of in an
environmentally safe manner.

DM45SP/DMLSP
6.2 -- MAINTENANCE SCHEDULE
MAINTENANCE SCHEDULE
The maintenance schedule in this section shows those items requiring regular service and the
interval at which they should be performed. A regular service program should be geared to the
items listed under each interval. These intervals are based on average operating conditions. In the
event of extremely severe, dusty or wet operating conditions, more frequent maintenance than
specified may be necessary.
Note:
Refer to the Actual Manufacturer’s Operation and Maintenance Manual for the Maintenance
Schedules and procedures for the Deck Engine.
Note:
Refer to the Actual Manufacturer’s Service Maintenance Manual for Maintenance Schedule
and procedures for the Deck Engine.
Before each consecutive interval is performed, all of the maintenance requirements from the
previous interval must also be performed.
DESCRIPTION ACTION LUBRICATION
AS REQUIRED
Air Cleaners Check--Service Indicators See Parts Manual
Check--Connections and Ducts for leaks
Empty--Dust Cups
Clean--Pre Cleaner
Check--Rain Guard
Change--Elements only as required
Clean the Drill Clean the Drill
Loose Bolted Connections Check--Tighten to proper torque See Torque Specifications
Pulldown Chains Check--Chain sag and adjustment
Wire Rope Check--Wear and stretch conditions
Grease Drum Option Change Grease Drum See Parts Book
Compressor Air Hose/Clamps Inspect, Retighten Clamp Bolts See Section 7
EVERY 8--10 HOURS OR DAILY
Air Cleaners Check--Service Indicators See Parts Manual
Check--Connections and Ducts for leaks
Empty--Dust Cups
Engine Check-- Crankcase Oil Level. Add if low. API CG4, 15W40
Check--Engine Belts & Tensioner
Engine Fuel Filter Drain--water from Fuel/Water Separators
Cooling System Check-- Radiator Coolant Level 50/50--H2O & Coolant
(Radiator, HOC, COC) Clean--Cooling Fins

DM45SP/DMLSP
6.2 -- MAINTENANCE SCHEDULE
EVERY 8--10 HOURS OR DAILY (continued)
Fuel Tank Check--Fuel Level, fill to neck on tank #2 Diesel fuel
Receiver Separator Tank Check Compressor Oil Level DRILLCare LP-150IR PROTEC (low pres
DRILLCare HP-350XHP605 (high pressu
Drain--Water from Receiver Tank

Hydraulic Reservoir Check--Oil level on Tank Sight Gauge ISO AW32
Hydraulic Oil
Hydraulic Oil Filters
Filters Check--Main Return Oil Filters Restriction Indicator(s)
Check--Case Drain OIl Filter Restriction Indicator
Rotary Table Check--Rotary Table Oil Level SAE 90W Gear Oil
Swivel Assembly Grease until Relief Valve Pops Out EXXON MOBIL RONEX
EXTRA HD
EXTRA HD MOLY
MOLY 2
2
Grease Points:
Tower Central Bank 5 shots of grease into each fitting
Frame Central Bank 5 shots of grease into each fitting
Sheaves and Sprockets 5 shots of grease into each fitting MPG--EP1 GREASE
Hydraulic Cylinders 5 shots of grease into each fitting

Gearbox Driveshaft 5 shots of grease into each fitting
Auxiliary Hoist (Option) 5 shots of grease into each fitting
Dust Collector Check--Dropout and Suction Hoses, Rod See Parts Manual
Seal and Blower Discharge
Check--Impulse Air and Filters
Housekeeping Clean the Drill
EVERY 50 HOURS
Batteries
Batteries Check--Electrolyte Level Distilled Water
Check--Keep terminals cleaned and tight
Pump Drive
Pump Drive Gearbox
Gearbox Check for Oil Leaks 80W90 Gear
80W90 Gear Oil
Oil
Check--Oil Level
Track Planetary Gearbox Check--Oil Level ISO VG220
(Required Lubricant)
Check for Oil Leaks
Check--for unusual noises
Track Tension Refer to Manufacturers Service Manual.
Auxiliary Hoist (Option) Periodic Inspection
EVERY 100 HOURS
Auxiliary Hoist (Option) Change the Initial Oil TEXACO MEROPA 150
OR
OR EQUIVALENT
EQUIVALENT
Tighten--Winch Mounting Bolts API GL--2/3

DM45SP/DMLSP
6.2 --- MAINTENANCE SCHEDULE
EVERY 250 HOURS
Engine Change--Engine OIl API CG4, 15W40
Change--Engine Oil Filter(s) See Parts Manual
Replace--Engine Fuel Filter(s)
Replace--Engine Coolant Filter
Check--Engine DCA/SCA Level
Check--Engine Belt Tension Refer to Manufacturers
Service Manual.
CAT Engine Valve Lash Adjustment
Track Planetary Gearbox Check--Torque tightness of bolts/nuts
Change the Initial Oil ISO VG220
Jib Hoist (Option) Check-- Cable Condition
EVERY 500 HOURS
CAT 3412E Engine Change--Primary Fuel/Water Separator(s) See Parts Manual
Batteries Clean--Batteries, Clamps & Cables
Fuel Tank Clean--Fuel Priming Pump
Replace--Fuel Tank Breather See Parts Manual
Hydraulic Reservoir Change--Hydraulic Tank Breather See Parts Manual
Compressor Clean--Compressor Oil Strainer
Change--Compressor Oil Filters See Parts Manual
Pump Drive Gearbox Change the Initial Oil 80W90 Gear Oil
Water Injection Pump Change--Crankcase OIl SAE40 (anti rust)
Auxiliary Hoist (Option) Check--Oil Level TEXACO MEROPA 150
OR EQUIVALENT
Tighten--Winch Mounting Bolts API GL--2/3
Cable & Wire Rope Clean and Lubricate Cable/Rope See Instructions
Compressor Air Hose/Clamps Inspect Air Hose, Retighten Clamp Bolts See Section 7
EVERY 1000 HOURS
Receiver Separator Tank Change--Compressor Oil DRILLCare LP-150IR PROTEC (low press
DRILLCare HP-350XHP605 (high pressure
Hydraulic Oil Filters Replace Main Return Oil Filters See Parts Manual
Replace Case Drain OIl Filter
Hydraulic Reservoir Change--Hydraulic OIl ISO AW32
Rotary Table Change--Rotary Table Oil SAE 90W Gear Oil
Pump Drive Gearbox Change Oil 80W90 Gear Oil
Auxiliary Hoist (Option) Change Oil TEXACO MEROPA 150
OR EQUIVALENT
API GL--2/3

DM45SP/DMLSP
6.2 --- MAINTENANCE SCHEDULE
EVERY 1500 HOURS
Engine Belts & Tensioner Inspect--QSX15 Belt Tension
Engine Replace--QSX15 Engine Fuel Filter(s) See Parts Manual
Replace--QSX15 Engine Coolant Filter
EVERY 2000 HOURS
Air Cleaners Replace--Primary/Safety Elements See Parts Manual
Compressor Replace--Discharge Hose See Parts Manual
Engine Belts & Tensioner See Actual Manufacturer’s Service Manual
Engine Valve Clearance
Track Planetary Gearbox Drain & Refill Gearbox ISO VG220
EVERY 4000 HOURS
Engine Coolant Drain and Flush Engine Cooling System. 50/50--H2O & Coolant
Replenish Coolant. See Manufacturer’s
Service Manual.
EVERY 5000 HOURS
Hydraulic Reservoir Drain, Clean and Refill Hydraulic Tank ISO AW32

DM45SP/DMLSP
6.3 -- FILL CAPACITIES/LUBRICANTS/FUEL
HAZARDOUS SUBSTANCE PRECAUTION
HAZARDOUS SUBSTANCE PRECAUTION
The following information is provided to assist the owners and operators of Drilling Solutions
Equipment. Further information may be obtained by contacting your Drilling Solutions Equipment
Distributor.
The following substances are used in the manufacturing of this Drill and may be hazardous to
health if used incorrectly.
Anti Freeze Avoid ingestion, skin contact and breathing fumes.
Hydraulic Oil Avoid ingestion, skin contact and breathing fumes.
Engine Lubricating Oil Avoid ingestion, skin contact and breathing fumes.
Compressor Oil Avoid ingestion, skin contact and breathing fumes.
Preservative Grease Avoid ingestion, skin contact and breathing fumes.
Rust Preventative Avoid ingestion, skin contact and breathing fumes.
Engine Fuel Avoid ingestion, skin contact and breathing fumes.
Battery Avoid ingestion, skin contact and breathing fumes.
SAE Gear Oil Avoid ingestion, skin contact and breathing fumes.
The following substances may be produced during the operation of this Drill and may be hazardous
to health.
Engine Exhaust Fumes Avoid breathing fumes.
Engine Exhaust Fumes Avoid buildup of fumes in confined spaces.
Electric Motor Dust Avoid breathing in during maintenance.
(Brushes/Insulation)
Brake Lining Dust Avoid breathing in during maintenance.

DM45SP/DMLSP
6.3 --- FILL CAPACITIES/LUBRICANTS/FUEL
GENERAL INFORMATION
Lubrication is an essential part of preventive maintenance, affecting to a great extent the useful life
of the unit. Periodic lubrication of the moving parts reduces to a minimum the possibility of
mechanical failures.
Different lubricants are needed and some components in the unit require more frequent lubricant
than others. Therefore, it is important that the instructions regarding types of frequency of the
application be explicitly followed.
The lubrication Chart that follows in this section shows those items requiring regular service and
the interval at which they should be performed. Details concerning fuel, oil and other lubricants
follow the lubrication chart. A regular service program should be geared to the items listed under
each interval. These intervals are based on average operating conditions. In the event of
extremely severe, dusty or wet operating conditions, more frequent lubrication than specified may
be necessary.
Specific recommendations of brand and grade of lubricants are not made here due to regional
availability, operating conditions and the continual development of improved products. Where
questions arise, refer to the component manufacturer’s manual and a reliable supplier.
All oil levels are to be checked with the Drill parked on a level surface and while the oil is cold,
unless otherwise specified.
On plug type check points, the oil levels are to be at the bottom edge of the check port.
All grease fittings are SAE STANDARD unless otherwise indicated. Grease non sealed fittings until
grease is seen extruding from the fitting. One ounce (28 grams) of EP--MPG equals one pump on a
standard one pound (0.45 kg) grease gun.
Over lubrication on non sealed fittings will not harm the fittings or components, but under
lubrication will definitely lead to a shorter lifetime.
Unless otherwise indicated, items not equipped with grease fittings (linkages, pins, levers, etc.)
should be lubricated with oil once a week. Motor oil, applied sparingly, will provide the necessary
lubrication and help prevent the formation of rust. An anti--seize compound may be used if rust has
not formed. Otherwise, the component must be cleaned first.
Grease fittings that are worn and will not hold the grease gun, or those that have a stuck check ball,
must be replaced.
To prevent minor irregularities from developing into serious conditions, several other services or
checks are recommended for the same intervals as the periodic lubrication.
1. Thoroughly wash all fittings, caps, plugs, etc. with a non--flammable, non--toxic cleaning
2. Lubricants must be at operating temperature when draining.
3. During regular lubrication service, visually check the entire unit with regard to cap screws,
nuts and bolts being properly secured.
4. Spot check several capscrews and nuts for proper torque. If any are found loose, a more
thorough investigation must be made.
5. If a defect is detected which requires special maintenance service, stop the drill operation
until defect has been corrected. If necessary, contact the local Atlas Copco distributor for
assistance.

DM45SP/DMLSP
LUBRICATION TABLE
Periodic lubrication requirements are listed in the following Lubrication Chart. These requirements
include lubricant checks and greasing designated areas of the drill.
Service Function
SERVICE DESCRIPTION SERVICE REMARKS QUANTITY

INTERVAL
DECK ENGINE OIL ADD API CG4, SAE 15W40 FILL TO DIPSTICK FULL
HYDRAULIC OIL ADD ISOAW32 FILL TO FULL MARK
COMPRESSOR OIL ADD AS FILLpressure
DRILLCare LP-150IR PROTEC (low TO FULL MARK
NEEDED DRILLCare HP-350XHP605 (high pressure)
ENGINE COOLANT ADD WATER--- ANTIFREEZE AR
FUEL TANK FILL #2 DIESEL FUEL FILL TO NECK
10
HOURS ROTARY TABLE ADD SAE 90W GEAR OIL FILL TO FULL MARK
OR AUXILIARY HOIST (OPTION) GREASE MPG--- EP1 GREASE 5 SHOTS EACH GREASE POINT
DAILY
SHEAVES AND SPROCKETS GREASE MPG--- EP1 GREASE 5 SHOTS EACH GREASE POINT
GEARBOX DRIVE SHAFT GREASE MPG--- EP1 GREASE 5 SHOTS EACH GREASE POINT
CYLINDERS (ALL) GREASE MPG--- EP1 GREASE 5 SHOTS EACH GREASE POINT
BATTERIES ADD DISTILLED WATER AR
50 PUMP DRIVE GEARBOX ADD 80W90 GEAR OIL FILL TO DIPSTICK FULL
HOURS
TRACK PLANETARY GEARBOX CHANGE ISO VG220 FILL TO LEVEL HOLE
(REQUIRED LUBRICANT)
100 AUXILIARY HOIST (OPTION) CHANGE TEXACO MEROPA 150 FILL TO LEVEL HOLE
HOURS OR EQUIVALENT
90W GL2/GL3
ENGINE OIL CHANGE API CG4, SAE 15W40 CAT C15--- 36 quarts (34 liters)
CAT C16--- 36 quarts (34 liters)
CAT 3412--- 72 quarts (68 liters)
CUMMINS:
250 QSX15--- 48 quart (45 liters)
HOURS QSK19--- 72 quarts (68 liters)
TRACK PLANETARY GEARBOX CHANGE ISO VG220 FILL TO LEVEL HOLE

(REQUIRED LUBRICANT)
ENGINE DCA CHANGE ACTUAL MFG MANUAL SEE ACTUAL MFG MANUAL
500 PUMP DRIVE GEARBOX CHANGE 80W90 GEAR OIL 4.5 QUART (4.2 LITER)
HOURS
WATER INJECTION PUMP CHANGE SAE40 (ANTI RUST) 10 OUNCE (295 MILLILITER)
AUXILIARY HOIST (OPTION) ADD TEXACO MEROPA 150 2 PINTS (1 LITER)
OR EQUIVALENT
90W GL2/GL3
1000 COMPRESSOR OIL CHANGE DRILLCare LP-150 IR P R O T E C38(LGALLON
P) (144 LITER)
HOURS DRILLCare HP-350 X H P 6 0 5 (H P )
PUMP DRIVE GEARBOX CHANGE 80W90 GEAR OIL 4.5 QUART (4.2 LITER)
ROTARY TABLE CHANGE SAE 90W GEAR OIL 15 GALLON (56.78 LITER)
1000
HOURS AUXILIARY HOIST OIL CHANGE TEXACO MEROPA 150 4000 lb. HOIST=2 PINTS (1 LITER)
OR EQUIVALENT 8000 lb. HOIST=4 PINTS (1.9 LI-
90W GL2/GL3 TER)
WATER INJECTION PUMP OIL CHANGE SAE40 (ANTI RUST) 10 OUNCES (295 MILLILITER)

DM45SP/DMLSP
Service Function (continued)

SERVICE DESCRIPTION SERVICE REMARKS QUANTITY
INTERVAL
2000 TRACK PLANETARY GEARBOX CHANGE ISO VG220 DM45SP--- 1.85 GALLON (7 LITER)
HOURS (REQUIRED LUBRICANT) DMLSP--- 2.1 GALLON (8 LITERS)
4000 ENGINE COOLANT CHANGE WATER--- ANTIFREEZE 44 GALLON (166.54 LITER)
HOURS
5000 HYDRAULIC OIL CHANGE ISO AW32 150 GALLON (567 LITER)
HOURS
FILL CAPACITIES
The following fluid capacities are provided for servicing personnel who must perform Drill
maintenance in remote locations where complete shop facilities and resources are not available.
These capacities will give the servicing personnel an approximation of the fluid capacities of the
components to be serviced. Always ensure that the specified method of checking for accurate fluid
levels is used.
COMPONENT APPROXIMATE QUANTITY

SYSTEMS
Hydraulic Tank (ISO AW32) 82 gallon (310 liter)
Hydraulic Oil (entire system) 150 gallon (567 liter)
Receiver Tank Oil:
DRILLCare LP-150IR PROTEC (low pressure)38 gallon (143 liters)
DRILLCare HP-350XHP605 (high pressure) 38 gallon (143 liters)
Rotary Table (SAE 90W Gear Oil) 15 gallon (56.78 liter)
Pump Drive Gearbox (80W90 Gear Oil) 4.5 quart (4.2 liter)
Auxiliary Winch Option (MEROPA 150) 2 Pints (1 liter)
Track Final Drive (ISO VG220 is Required Lubricant):
DM45SP 325L Final Drive Gearbox 1.85 gallon (7 liters)
DMLSP 330S/330L Final Drive Gearbox 2.1 gallon (8 liters)
DECK ENGINE
Engine Coolant (50--50 Water / Anti--Freeze) 44 gallon (166.54 liters)
Engine Oil Capacity (SAE 15W40) :
CAT C--15/C--16 Series 36 quarts (34 liters)
CAT 3412 Series 72 quarts (68 liters)
CUMMINS QSX15 Series 48 quarts (45 liters)
CUMMINS QSK19 Series 72 quarts (68 liters)
Fuel Tank (#2 ASTMD--975--60T) 225 gallon (851.63 liter)
WATER PUMP
Water Injection Pump Drive (SAE40W anti rust) 10 ounce (295 milliliter)

DM45SP/DMLSP
AW32 HYDRAULIC OIL
Hydraulic Oil Specifications

The quality of the hydraulic oil is important to the satisfactory performance of any hydraulic system.
The oil serves as the power transmission medium, system coolant and lubricant. Selection of the
proper oil is essential to ensure proper system performance and life.
The drill left the factory filled with HUMBLE HYDRAULIC H oil. The following shows the
specifications.
EXXON HUMBLE HYDRAULIC H 32

ISO Flash Pour Viscosity Viscosity
Viscosity _C (_F) _C (_F) Index
Grade cSt at 40_C cSt at 100_C
32 206 (403) --18 (0) 32 5.4 95
Grade AW32 is a general specification. Grade ISOAW32 is a general specification. Hydraulic oil
must conform to Parker Hydraulics Pump Division HF--O Standards (4--11--78) and ISO Viscosity
Grade 32. The following are approved oils for Parker Hydraulics Pump Division HF--O Standard.
Manufacturer Specifications
AMOCO AMOLITE: HF OIL NO. 32
EXXON NUTO--H 32
GULF HARMONY AW32
ILLINOIS OIL PRODUCTS SUPREME R&O ANTIWEAR HYD. OIL
SUN OIL SUNVIS 816 WR (32)
TEXACO RANDO OIL NC 32
PENNZOIL AWX (WITH EC HI TEC ADD PACKS)
ATLANTIC RICHFIELD CO. (ARCO) DURO AW--32

DM45SP/DMLSP
LUBE VISCOSITY GRADE COMPARISONS
For use as a General Guide Only. Viscosities are based on a 95 VI oil.
Figure 6.3---1

DM45SP/DMLSP
COMPRESSOR FLUIDS
COMPRESSOR FLUIDS
Design Operating Pressure Ambient Temperature Specification
100 psi to 300 psi --10_F to 125_F (--23_C to Preferred:
52_C) DRILLCare LP-150IR Pro--Tect
Alternate:
ISO Viscosity Grade 46 with
rust and oxidation inhibitors,
designed for air compressor
service.
350 psi --10_F to 125_F (--23_C to Preferred:
52_C) DRILLCare HP-350IR XHP 605
Alternate:
IR XHP405
ISO Viscosity Grade 68
Group 3 or Group 5 with rust
inhibitors designed for air
compressor service.
Note: Compressor oil carryover (oil consumption) may be greater with the use of alternate fluids.
LUBRICANT OIL
Rotary Table Oil
ROTARY HEAD OIL
Model Quantity Type
DM45SP, DMLSP 15 Gallon) S.A.E. 90W Gear Oil
56.78 Liter
Pump Drive Oil

PUMP DRIVE OIL
Model Quantity Type
DM45SP, DMLSP 6 Quart (1.5 Gallon) 80W90 Gear Oil
5.67 Liter
This gear lubricant is compounded to achieve high load carrying capacity and meet the
requirements of either API--GL--5 or MIL--L--2105C. Unless otherwise specified, SAE--90 viscosity
oil may be used for year round service. Low temperature usage is restricted as follows:

DM45SP/DMLSP
Pump Drive Oil (continued)
PUMP DRIVE EXTREME PRESSURE GEAR OIL

SAE Viscosity Number Minimum Ambient Temp. F_(C_)
75W --40_F (--40_C)
80W --15_F (--26_C)
85W +10_F (--12_C)
90W +20_F (--7_C)
140W +40_F (+5_C)
250W +50_F (+10_C)
FINAL DRIVE LUBRICATING OIL

Normal Operating Conditions
The actual manufacturer recommends only using lubricants that fulfill necessary viscosity
requirements for lubricating the final drives.
The viscosity rating on the rating plate on the final drive and the following requirements must be
observed: Use only lubricants with viscosity ratings for ISO VG150 and ISO VG220 for normal
operating conditions from 50_F to 86_F (+10_C to +30_C).
Severe Operating Conditions

Under severe operating conditions, e.g. in an ambient temperature range between --22_F and
122_F (--30_C and +50_C), the actual manufacturer recommends using transmission oil with
appropriate viscosity or a fully synthetic lubricant.
For lower operating temperatures, use oil with a lower viscosity (SAE 80W--90) and for higher
temperatures, use oil with a higher viscosity (SAE 85--140).
Oil Recommendation
1. For lubrication of planetary gears (transmissions), use only the below listed or evident related
type of oil!
2. The noted class of viscosity on the gearbox label is to be observed, respectively the following
instructions are to be regarded.
3. Usually the noted viscosity of ISO--VG150 and ISO--VG220 is only given for normal operation
temperature 50_F to 30_F (10_C to 30_C).

DM45SP/DMLSP
Oil Recommendation (continued)

Note: Choose by working temperature of 14_F to 50_F (±10_C) one viscosity class lower and at a
range of 86_F to 12_2F (30_C to 50_C) one grade higher as the necessary oil quality.
FINAL DRIVE OIL RECOMMENDATION

Brand Name / Designation
ARAL DEGOL BG 150, BG 220
AVIA AVILUB RSX 150
BP ENERGOL GR--XP 150, GR--XP 220
CASTROL ALPHA SP 150, ALPHA SP 220
CHEVRON NL GEAR COMPOUND 150 220
DEUTSCHE SHELL OMALA EP 150, EP220
ESSO SPARTON EP 150, EP220
FINA GIRAN 150, GIRAN 220
FUCHS RENAP COMPOUND 104
GULF EP LUBRICANT OIL HP 150, HP220
MOBIL (MOBILGEAR) GF 629, GF30
TEXACO MEROPA 150
TOTAL CARTER EP 150, CARTER EP 220
HOIST/WINCH LUBRICANT
Required lubricant:
HOIST/WINCH LUBRICANT RECOMMENDATION
Temperature Range Required Lubricant
--30_F to 80_F (--34.47_C to 26.69_C) Mobil SHC629 or Texaco Pinnacle 150
--10_F to 80_F (--23.35_C to 26.69_C) Texaco Meropa 150 or equivalent AGMA
#4EP
50_F to 130_F (10_C to 54.49_C) Texaco Meropa 220 or equivalent AGMA
#5EP
WATER INJECTION PUMP LUBRICANT

Required lubricant:
WATER INJECTION PUMP LUBRICANT RECOMMENDATION
Component Quantity Type
Water Injection Pump Drive 10 ounce (295 milliliter) SAE 40W( anti rust)

DM45SP/DMLSP
EXTREME PRESSURE MULTIPURPOSE GREASE

Under normal operating conditions, the following consistency grades are recommended:
CONSISTANCY GRADES
Grade Temperature Range
NLGI No. 0 Subzero Fahrenheit temperatures
NLGI No.1 or No. 2 Ambient temperatures 0--100_F
(--17.8_C--38_C)
NLGI No. 2 or No. 3 Temperatures over 100_F (38_C)
Central Lube System Grease

When the Central Lube system is used, the drill leaves the factory with following grease. The
following shows the specifications.
AUTOMATIC CENTRAL LUBE SYSTEM GREASE SPECIFICATION

Descriptions Specifications
Manufacturer: Texaco, Inc.
Type: Multi--Purpose Lithium Grease, Multipak EP0
Quantity: 120 lb. Drum (54.4 kg)
Soap, Lithium: 2.8%
Lead: 0.3%
Penetration, ASTM at 77_F (25_C)
Unworked: 398
Worked: 378
Dropping Point: 367_F (186_C)
Oil Viscosity,
SUS at 100_F (38_C) 960
(cSt) (207)
SUS at 210_F (99_C) 81.0
(cSt) (15.8)
Guide to Maximum Usable Temperature: 350_F (177_C)
Continuous Usable Temperature: 250_F (121_C)
Minimum Usable Temperature: --30_F (--34_C)
Color: Dark Green

DM45SP/DMLSP

Multi--Purpose Grease
With the exception of the Central Automatic Lube system and the Rotary Head, the following
grease can be used:
MULTI--PURPOSE GREASE SPECIFICATION
Manufacturer: Amalie Oil Company
Type: Multi--Purpose Grease, EP1 (#673--6819)
Quantity: 120 lb. Drum (54.4 kg)
Soap Type: LI--12--OH
Color: Light Brown
NLG1 Grade: 2
Work Penetration
D17 77_F (25_C) 265--295
Dropping Point:
0--2265_C 177
0--2265_F 350
Rust, D--1743 (max): 1
Timken, D--2905, OK Load:
Filler, WT. --
Oxidation, D--942 (100 hrs): 7
Base Oil Properties:
VIS @ 100_C (212_F) cSt 15.5
VIS @ 210_F (99_C) SUS 82
Pour Point:
Degree Celsius: --15_C
Degree Fahrenheit: +5_F
Product Number: 5819
ENGINE LUBRICATING OIL
For latest applicable engine lubricating oil specifications, contact the engine manufacturer, your
distributor or your local Drilling Solutions distributor. Drills leave the factory with API CG4, SAE
15W40 OIL. The following shows the specifications.
ENGINE LUBRICATING OIL SPECIFICATION
Manufacturer and Type: AMOCO 300
SAE Viscosity Grade: 15W--40
API Service Category: CG4, MIL--L--2104C
Approved Oils: Pennzoil Long Life 15W--40
Texaco Ursa Super Plus 15W--40

DM45SP/DMLSP
COOLANT SPECIFICATIONS
Coolant is normally composed of three elements: water, additives and glycol.
Water Water is used in the cooling system to transfer heat. Distilled water or deionized water is
recommended for use in the engine cooling systems. DO NOT use the following types of
water in cooling systems: hard water, softened water that has been conditioned with salt,
and sea water. If distilled water or deionized water is not available, use water with the
properties that are listed in the following table.
MINIMUM ACCEPTABLE WATER REQUIREMENTS

Property Maximum Limit
Chloride (Cl) 40 mg/L (2.4 grains/US gallon)
Sulfate (SO4) 100 mg/L (5.9 grains/US gallon)
Total Hardness 170 mg/L (10 grains/US gallon)
Total Solids 340 mg/L (20 grain/US gallon)
Acidity pH of 5.5 to 9.0
Additives
Additives help to protect the metal surfaces of the cooling system. A lack of coolant additives or
insufficient amounts of additives enable the following conditions to occur: corrosion, formation of
mineral deposits, rust, scale, pitting and erosion from cavitation of the cylinder liner and foaming of
the coolant.Additives must be added at the proper concentration. Overconcentration of additives
can cause the inhibitors to drop out--of--solution. The deposits can enable the following problems
to occur:
1. Formation of gel compounds
2. Reduction of heat transfer
3. Leakage of the water pump seal
4. Plugging of radiators, coolers and small passages.
Glycol
Glycol in the coolant helps to provide protection against the following conditions: Boiling, Freezing
and Cavitation of the water pump and the cylinder liner. For optimum performance, use a 1:1
mixture of a water/glycol solution.

DM45SP/DMLSP
FUEL OIL
Cummins Fuel Oil
Do not mix gasoline, alcohol or gasohol with diesel fuel. This mixture can cause an
explosion.
Cummins Engine Company recommends the use of ASTM No. 2D fuel. The use of No. 2 diesel fuel
will result in optimum engine performance. At operating temperatures below 32_F (0_C),
acceptable performance can be obtained by using blends of No. 2D and No. 1D. The use of lighter
fuels can reduce fuel economy.
The viscosity of the fuel must be kept above 1.3 cSt at 212_F (100_C) to provide adequate fuel
system lubrication.
Cummins diesel engines have been developed to take advantage of the high energy content and
generally lower cost of No. 2 Diesel Fuels. Experience has shown that a Cummins diesel engine
will also operate satisfactorily on No.1 fuels or other fuels within the specifications shown in
following table.
CUMMINS FUEL OIL SPECIFICATION TABLE

Viscosity (ASTM D ---445) 1.3 to 5.8 centistokes per second at 104_F (1.3 to 5.8 mm per
second at 40_C)
Cetane Number (ASTM D ---613) 40 minimum (exception: in cold weather or in service with
prolonged idle, a higher cetane number is desirable)
Sulfur Content (ASTM D ---129 or Not to exceed 1 percent by weight
1552)
Water and Sediment (ASTM D ---1796) Not to exceed 0.1 percent by volume
Carbon Residue (Ramsbottom, Not to exceed 0.25 percent by weight on 10 percent volume
ASTM ---D ---524 or Conradson, ASTM residue
D ---189)
Flash Point At least 125_F (52_C) or legal temperature if higher than
125_F (52_)
Density (ASTM D ---287) 30 to 42_F (---1 to 6_C) API gravity at 60_F (16_C) (0.816 to
0.876 Sp. Gr.)
Cloud Point (ASTM D ---97) 10_F (6_C) below lowest ambient temperature at which the
fuel is expected to operate
Active Sulfur Copper strip corrosion not to exceed No. 2 rating after 3
hours at 122_F (49_C)
Ash (ASTM D ---482) Not to exceed 0.02 percent by weight
Distillation (ASTM D ---86) The distillation curve must be smooth and continuous. At
least 90 percent of the fuel must evaporate at less than 725_F
(385_C).

DM45SP/DMLSP
CAT Fuel Oil

Diesel engines have the ability to burn a wide variety of fuels. These fuels are divided into two
general groups. The two groups are called the preferred fuels and the permissible fuels. The
preferred fuels provide maximum engine service life and performance. The preferred fuels are
distillate fuels. These fuels are commonly called diesel fuel, furnace fuel, gas oil or kerosene. The
permissible fuels are crude oils or blended fuels. Use of these fuels can result in higher
maintenance costs and in reduced engine service life.Diesel fuels that meet the specifications in
the following table will help to provide maximum engine service life and performance. In North
America, diesel fuel that is identified as No.1--D or No. 2--D in “ASTM D975” generally meet the
specifications. Specifications and requirements shown in the table are for diesel fuels that are
distilled from crude oil. Diesel fuels from other sources could exhibit detrimental properties that are
not defined or controlled by this specification.
Caterpillar Specifications for Distillate Diesel Fuel
Specifications Requirements ASTM Test
Aromatics 35% maximum “D1319”
Ash 0.02% maximum (weight) “D482”
Carbon Residue on 10% Bottoms 0.35% maximum (weight) “D524”
Cetane Number 40 minimum (DI engines) “D613”
35 minimum (PC engines)
Cloud Point The cloud point must not exceed the
lowest expected ambient
temperature
Copper Strip Corrosion No. 3 maximum “D130”
Distallation 10% at 282_C (540_F) maximum “D86”
90% at 360_C (680_F) maximum
Flash Point legal limit “D93”
API Gravity 30 minimum “D287”
45 maximum
Pour Point 6_C (10_F) minimum below ambient “D97”
temperature
Sulfur 3% maximum “D3605” or “D1552”
Kinematic Viscosity 1.4 cSt minimum and 20.0 cSt “D445”
maximum at 40_C (104_F)
Water and Sediment 0.1% maximum “D1796”
Water 0.1% maximum “D1744”
Sediment 0.05% maximum (weight) “D473”
Gums and Resins 10 mg per 100 mL maximum “D381”
Lubricity 3100 g minimum “D6078”
0.45 mm (0.018 inch) maximum at 60_C “D6079”
(140_F)
0.38 mm (0.015 inch) maximum at 25_C
(77_F)

DM45SP/DMLSP
6.4 -- MAINTENANCE AS REQUIRED
on the drill.
GENERAL INFORMATION
7. If drill is equipped with the remote control system option, always use it from a safe location
brakes are applied.
11. Always sound the horn (option) before moving the drill in either direction to alert personnel
and allow sufficient time before putting the drill in motion.

DM45SP/DMLSP
6.4 --- MAINTENANCE AS REQUIRED
INITIAL BREAK--IN MAINTENANCE

New equipment requires the following initial one time break--in maintenance after 50 to 100
hours of operation. After this initial phase, the regular intervals listed in the maintenance
schedule should be followed.
Check Wheel Nuts Adjustment
The following maintenance must be carried out after 50--100 hours:
1. Check that wheel nuts (see reference C in Figure 6.4--1)) are torqued to the correct value of
420 ft/lbs (571 Nm).
Note:
If new wheel nuts have been recently installed, they may require frequent checks until they
seat properly.
Figure 6.4---1
2. Repeat same procedure for the other track drive.
SERVICE AS REQUIRED
The following maintenance in this MAINTENANCE AS REQUIRED section requires attention on
an as needed basis before, during and after the drill operation shift. This is in addition to the 10 hour
daily routine maintenance procedures. Performance of this inspection can result in longer life and
maximum productivity from the drill.
AIR CLEANERS
The following are detailed instructions for performing routine maintenance procedures on engine
air cleaners and compressor air cleaners.
Engine and Air Compressor Damage. Raw, unfiltered air can cause engine and compressor
damage. Never service the air cleaners while the engine is running.

DM45SP/DMLSP
Air Cleaner Indicators

Check the Air Cleaner Visual Restriction Indicators (see figure 6.4--2) before every shift, during
every shift and after every shift.
AIR CLEANER
VISUAL
RESTRICTION Figure 6.4---2
INDICATOR
DUST CUP DUST CUP

CLAMP
Clean and inspect both engine and compressor air cleaner visual restriction indicators. They
should be GREEN. If RED, clean or replace the filter elements.
After servicing the element, reset the restriction indicator to GREEN when the element is replaced
in the air cleaner housing.
The engine and compressor air cleaners must be checked to verify the restriction indicators are not
sticking. Check by pressing in the rubber boot. The internal green/red indicator should move freely.
Connections and Ducts

COMPRESSOR AIR
CLEANER SHOWN
RUBBER BOOT
ENGINE VISUAL
INLET RESTRICTION
INDICATOR
COMPRESSOR
Figure 6.4---3 INLET DUST CUP
Check Air Cleaner connections and ducts for leaks before every shift, during every shift and after
every shift. Ensure all connections between the air cleaner and engine are tight and sealed.
Ensure all connections between the air cleaner and air compressor are tight and sealed.
Note: Dust that gets by the air cleaner system can often be detected by looking for dust streaks on
the air transfer tubing or just inside the intake manifold inlet.

DM45SP/DMLSP
Empty Dust Cups

As daily routine maintenance, and as required In extremely dusty conditions, the dust cups on
each of the air cleaners must be emptied of accumulations.
NORMAL INVERTED
POSITION POSITION
VACUATOR VALVE
GASKET
QUICK RELEASE
DUST CUP
CUP
CLAMP
Figure 6.4---4
DUST CUP
On filters equipped with dust cups (See Figure 6.4--4), the cup must be emptied when it becomes
2/3 full. The frequency of dust cup servicing varies with the operating conditions. It may be
necessary to empty the dust cup daily.
1. Loosen the dust cup clamps and remove the dust cups on both the compressor and engine
air cleaners.
2. Empty any accumulations of dust and dirt and replace the dust cup. Secure the dust cup
clamps.
3. When reinstalling the dust cup, make sure it seals all the way around the air cleaner body.
4. Inspect the o--ring between the dust cup and the air cleaner body. If it is damaged in any
way, it must be replaced.
On filters equipped with a quick release dust cup (See Figure 6.4--4), simply release the latch on
the dust cup and allow it to swing down and empty. When it is empty, close the dust cup and lock it in
place with the latch.
On filters equipped with vacuator valves (See Figure 6.4--4), the dust cup service is cut to a
minimum. A quick check to see that the vacuator valve is not inverted, damaged or plugged is all
that is necessary.

DM45SP/DMLSP
Air Cleaner Pre--Cleaner
The Donaclone tubes in the filter pre--cleaner may become lightly plugged with dust which can be
removed with a stiff fiber brush (See Figure 6.4--5). If heavy plugging is evident, remove the lower
body section and clean with compressed air or water not to exceed 160_F (71_C).
Never clean Donaclone tubes with compressed air unless both the safety and primary
elements are installed in the air cleaner. Do not steam clean the tubes in the pre--cleaner.
PRE--- CLEANER
RAIN
GUARD
Figure 6.4---5
Check Cleaner Rain Guard
Check the bolts fastening the rain guard around the pre--cleaner body and make sure they are
secure (See Figure 6.4--5).
If the bolts become loose, it will allow the rain guard to fall down over the openings in the
pre--cleaner and restrict the flow of air into the air cleaner.

DM45SP/DMLSP
Air Cleaner Elements
The air cleaner is the dry type with two elements: A primary element that is replaceable and can
be cleaned, and a safety element that should only be replaced and never cleaned.
CLAMP
SAFETY ELEMENT
SAFETY ELEMENT RESTRICTION

INDICATOR AND COTTERPIN
UPPER BODY
ASSEMBLY PRIMARY ELEMENT
WING NUT & WASHER
DUST
COVER
Figure 6.4---6
When the Visual Restriction Indicator is RED, clean and replace the air cleaner elements. The
following maintenance procedure must be carried out.
1. Unclip the three clamps holding the dust cover.
2. Remove dust cover.
3. Remove wing nut and washer. Carefully withdraw the primary air cleaner element.
4. Inspect the safety element restriction indicator (Safety Signal). If the indicator is RED, replace
the safety element.
Note: Make sure the safety element wing nut is tight. Never attempt to clean a safety element.
You must change the safety element after three primary element changes or as indicated by
the Safety Service Indicator.
5. Clean the inside of the cover and the housing with a clean, damp cloth.

DM45SP/DMLSP
Air Cleaner Elements (continued)

6. To clean the primary element, perform the following:
DRY CLEANING
WET CLEANING
Figure 6.4---7
a. To dry clean the element, carefully direct compressed air (not to exceed 100 psi or 5 bar
pressure) at an angle onto the inside surface of the element from no closer than 1 inch from
the filter.
b. To wet clean the element, soak for 15 minutes in lukewarm water, not exceeding 160_F
(71_C), mixed with a commercially available detergent. Rinse till water runs clear (40 psi
maximum).
After cleaning, the element must be thoroughly dry before using. Do not use compressed air
to dry element.
Note: Replace the primary element after six cleanings or annually, whichever comes first.
7. Examine new or newly cleaned primary elements for torn or damaged pleats, bent end covers,
liners and gaskets.
8. Ensure primary element wing nut and washer are not cracked or damaged. Replace them if
necessary.
9. The safety element should be replaced at this time if:
a) Examination of the removed primary element reveals a torn or perforated element.
b) Change safety element after three primary element changes or 1 year duration.
c) Change safety element as indicated by the Safety Element Restriction Indicator.
d) Change safety element if the air cleaner visual restriction indicator is RED after servicing
the primary element.
10. Clean the inside of the air cleaner housing before removing safety element.
11. To replace the safety element, remove the cotterpin and restriction indicator. Carefully remove
the safety element. Dispose of the used element properly.

DM45SP/DMLSP
Air Cleaner Elements (continued)

12. Install new safety element and secure it with the restriction indicator and cotterpin.
13. Carefully install the cleaned or new primary element and secure it with the wing nut and washer.
14. Install the dust cover.
15. Inspect all air intake piping and joints between the air cleaners and the engine air inlet and the
compressor air inlet to ensure that no dusty air can enter.
16. Ensure all clamps are tight.
Air Cleaner Service Tips

Follow these simple service tips. You’ll keep your air cleaners working at their best to protect your
engines and compressor continuously.
1. To begin with, let restriction levels be your guide. Use a Restriction Indicator.
2. Service elements only when the restriction reaches the service level recommended by the
engine or equipment manufacturer. It’s only above that point that air cleaner restriction begins
to reduce performance levels.
3. If engine or compressor performance is poor, but restriction is still within limits, do not change
that element!. The air cleaner is probably not at fault.
4. To get extra service hours out of each filter element, make sure the air inlet is away from any
heavy dust clouds caused by operation. And make sure exhaust carbon cannot enter the air
cleaner.
5. Check to see that all connections are tight and leak--free and that breakaway joints, both intake
and exhaust, are aligned and sealing.
6. Make sure that the vacuator valve, on air cleaners so equipped, is not plugged. Is the cup joint
sealing? This should take care of most of the air cleaner related performance problems.
7. When restriction readings finally indicate a change, remove the primary element very carefully.
Use a damp cloth to wipe out all the excess dust in the air cleaner.
8. If you reuse the elements, clean them with care. Rapping, tapping or pounding dust out of them
is dangerous. Severe damage to the filter will result.
9. A thorough cleaning with air or water is recommended in many cases. But be careful. Too
much pressure can break the filter paper and destroy the element.
10. Carefully check new or properly cleaned elements for damage before installing.
11. Never attempt to clean a safety element. Change safety elements only after three primary
element changes or as indicated by a SafetySignalt Service Indicator.
12. Make it a habit not to disturb the element until restriction again reaches the service limit.

DM45SP/DMLSP
CLEAN THE DRILL

The complete drill must be given a weekly cleaning. Daily cleaning will be required if material is
adhering to the tower or track working parts.
1. Make sure the inside of operator’s cab, decking, steps and grab rails are clean. Oil, grease,
snow, ice or mud in these areas can cause you to slip and fall. Clean your boots of excess
mud before getting on the drill.
1. Check that no material or debris is jammed between track sprockets and track tensioners.
2. Check the tower feed installation for debris buildup around the sheaves.
3. Thoroughly wash all fittings, caps, plugs, etc. with a nonflammable, nontoxic cleaning
Note: Protect all electric components and control panels against entry of water or steam when
using high pressure cleaning methods. Cover the fuel and hydraulic fill cap breathers
located on each tank.
4. After cleaning, check for defects in the air cleaner ducts.
a) Check intake for accumulation of debris that could restrict air flow.
b) Check air cleaner mounting hardware for security.
c) Check all hoses for cracks, chafing or deterioration and replace at first sign of probable
failure.
LOOSE BOLTED CONNECTIONS

If any loose nuts or bolts are found during the frequent walk around and the daily inspections,
ensure they are properly torqued. Refer to 6.14 Torque Specifications for required torque on bolt
sizes and grades.
Always replace self--locking nuts if they have been loosened.
PULLDOWN CHAINS
Check all chains periodically for signs of deterioration and wear.
Adjust Pulldown Chains
Check the tension of the pulldown chain. The chain should not be able to be pulled beyond the
tower guide rails.
a) To adjust the pulldown chains, start with tower raised. Set pulldown pressure to 1500 psi.
b) With the kelly bar and a drill bit attached, place the bit down against the ground. Lock it in
that position by moving the drill/propel selector valve to the propel (tram) position. This, of
course, will set the feed brake.
c. Remove the excessive sag in the chains by adjusting the turnbuckles.

DM45SP/DMLSP
CABLE & WIRE ROPE
The wire rope industry recognizes the ASME (American Society for Mechanical Engineers)
standards for the criteria to set the end of the service life of wire ropes on cranes and towers, based
on visible indicators of wire rope deterioration.
Replacement Guideline
The standards for cranes and towers allow 6 broken wires in a rope lay length, or 3 broken wires in
one strand, in a rope lay. The lay length is 5.5 times the rope diameter (B30.4--B30.8).
The overhead hoist standard criteria is 12 broken wires in a rope lay length, or 4 broken wires in one
strand per lay length (B30.2 and 30.16).
There is no industry wide recognized standard for wire rope on drills, but the above standards can
be used as a guide to determine a safe practical point for wire rope replacement. Cable feed on the
pullback side on a drill is similar to a drilling derrick, as the cables support the drill pipe string and the
rotary transmission device. The cable feed on the pulldown side of the drill does not reflect any of
the ASME standard conditions. The only load these cables see is the hydraulically applied loads.
There is no dead weight being supported and no component free fall will occur due to complete
failure of the wire rope. However, a tensioned rope failure is possible, so replacement should not be
delayed beyond the above determined replacement point.
Also, note that any broken wires protruding from the rope create a snagging hazard. These wires
should be trimmed flush to the rope diameter. These trimmed broken wires need to be recorded
and logged as to their exact locations, as part of the broken wire count criteria for determining rope
replacement.
CORE WIRE
CENTER WIRE ONE STRAND
START STOP
START HERE STRAND
ONE (1) LAY LENGTH
END HERE
WIRE ROPE ONE REVOLUTION

Figure 6.4---8

DM45SP/DMLSP
Replacement Guideline (continued)

The drawing in Figure 6.4--8 shows the wire rope broken down. The wire rope is made up of strands
woven around a core. Each strand is made up of individual wires. If a rope breaks four (4) wires
from the same strand within the lay length, it should be replaced according to ASME standards.
One lay length is the distance along the rope that it takes one strand to make one revolution. The
diameter of a wire rope is taken at the highest points. It is NOT taken across the flats of the strands.
Cable Lubrication
Lubrication of the feed cables should be included in the maintenance schedule. Cables should be
cleaned with a wire brush and solvent and lubricated approximately every 500 hours with one of
the following or equivalent:
1. Texaco Crater A
2. Brooks Klingfast 85 (Brooks Oil Co.)
3. Gulf Seneca 39
4. Whitmore’s Wire Rope Lubricant (Whitmore Manufacturing Co.)
The lubricant can be applied with either a spray or a brush and is recommended for protection
against corrosion only.
Wire Rope
Winch ropes, including their anchorage and other load carrying components of the travelling block
and winch system,e.g. sheave bearings, rope sheaves and drill hooks, shall be checked at least
once a week.Wire ropes shall be examined and discarded in accordance with 3.5 of ISO
4309:1990. In table 3.5 of ISO 4309:1990, classification groups M1 and M2 shall be used. On drill
rigs with normal hook load of more than 1000KN, the winch rope shall be regularly paid out and
shortened according to a plan laid down by the manufacturer on basis of experience.
Figure 6.4---9
Wire rope used in drilling operations becomes unusable because of wear and wire breakage and
should be discarded according to certain criteria (See Figure 6.4--8).
1. Replace when four (4) randomly distributed broken wires are found in one lay.
2. Replace when wire rope shows wear of one third (1/3) the original diameter of the outside
wire.
3. Replace when evidence of any heat damage from any cause is found.
4. Replace when any kinking or cracking occurs.

DM45SP/DMLSP
Wire Rope Clamps
RIGHT WAY
All Nuts Should Be Down
WRONG WAY
Clips Are Staggered
WRONG WAY
Clips Are Reversed
Figure 6.4---10
Incorrect installation of the rope clamps can cause premature rope failure and/or possible bodily
injury.
1. Nuts should always be retightened after the initial load has been applied.
2. A termination made in accordance with the following instructions and using the number of clips
shown has an approximate 80% efficiency rating, based upon the catalog breaking strength of
wire rope. If a pully is used in place of a thimble for turning back the rope, add one additional
clip.
3. The number of clips shown is based upon using right regular or Lang lay wire rope, 6 X 19 Class
or 6 X 37 Class, fibre core or IWRC, IPS or XIPS.
4. The number of clips shown also applies to right lay wire rope, 8 X 19 Class, fibre core, IPS, sizes
1--1/2 inch and smaller; and right regular lay wire rope, 18 X 7 Class, fibre core, IPS and XIPS,
sizes 1--3/4 inch and smaller.
The important things are using proper thimble size, number of clamps and size, and installing them
properly. Refer to drawing Figure 6.4--10 and Wire Rope Clamp chart.

DM45SP/DMLSP
Wire Rope Clamps (continued)
Correct Usage of Wire Rope Clips

Dimensions are in inches and approximate
Clip Size Inches Minimum Amount of Rope to Torque in Foot
Number of Clips Turn Back in Inches Pounds
1/8 2 3---1/4 ---
3/16 2 3---3/4 ---
1/4 2 4---3/4 15
5/16 2 5---1/2 30
3/8 2 6---1/2 45
7/16 2 7 65
1/2 3 11---1/2 65
9/16 3 12 95
5/8 3 12 95
3/4 4 18 130
7/8 4 19 225
1 5 26 225
1---1/8 6 34 225
1---1/4 6 37 360
1---3/8 7 44 360
1---1/2 7 48 360
1---5/8 7 51 430
1---3/4 7 53 590
2 8 71 750
2---1/4 8 73 750
2---1/2 9 84 750
2---3/4 10 100 750
3 10 106 1200

DM45SP/DMLSP
Wire Rope Installation
The cable clamp is not designed to hold the full load alone. NEVER attempt to lift a load with
less than 5 wraps of cable on the drum.
Unless a revolving stand is available, we recommend unwinding the cable coil prior to installing on
winch drum. This prevents the cable from becoming twisted during the winding operation.
Insert large end first for 3/8 In. and 7/16 In. Insert small end first for 1/2 in. and 9/16 in.
(10mm And 11mm) wire rope. (13 mm and 14 mm) wire rope.
NOTE:
See parts book for correct part
number for replacement cable
anchors or wedges.
Figure 6.4---11
Take the free end of the wire rope and insert it through the small opening of the anchor pocket (see
Figure 6.4--11). Loop the wire rope and push the free end about 3/4 of the way back through the
pocket. Install the wedge, then pull the slack out of the wire rope. The wedge will slip into the pocket
and secure the wire rope into the drum. The anchor is designed to accommodate several sizes of
wire rope. You may anchor 3/8 in. and 7/16 in. (10 and 11 mm) wire rope by inserting the wedge,
large end first. 1/2 in. and 9/16 in. (13 and 14 mm) wire rope may be anchored by inserting the
wedge, small end first.
1. Wind cable onto the drum.
a. Leather gloves should be used when handling winch cable.
b. The cable winds in on TOP of the winch drum. Care should be taken to wind the cable on the
winch drum as evenly and as tightly as possible.
2. Always use two persons when winding the cable onto the winch drum: one person to operate
the controls and the other to guide the cable from a safe distance to obtain as level a winding
job as possible.
3. When winding winch cable on the winch drum, never attempt to maintain tension by allowing
winch cable to slip through hands. Always use “hand--over--hand” technique.

DM45SP/DMLSP

GREASE DRUM OPTION
On drills equipped with a central lubrication system option, changing the 55 gallon (208.45 liter)
grease drum is an “As Required” maintenance item. The Timer/Controller is located inside the cab,
on the wall by the tower side door. See Figure 6.4--12. A flashing light will signal when the grease
drum is empty and needs to be replaced.
Timer/Controller
MESSAGE LINE
COMMAND LINE
GREEN L.E.D.
AMBER L.E.D.
RED L.E.D.
Figure 6.4---12
Electrical shock hazard. Turn off and lock out power before opening enclosure.
Do not subject sensor bodies to pressure greater than 6000 PSIG.
Change Grease Drum
Do not attempt to service the lubrication system when the drill is running. Shut off the
engine and relieve air pressure.
1. Undo the drum tie downs.
2. Remove the pump and cover.
3. Replace the used grease drum with a new grease drum. Dispose of the used grease drum in
accordance with local guidelines and regulations.
4. Reattach the drum cover and pump.
5. Start the engine. When the compressor is turned on, the lube cycle will begin.
COMPRESSOR AIR HOSES AND CLAMPS
1. Periodic clamping bolts re--tightening is necessary due to “Cold--Flow” present in all rubber
hoses. Tighten to recommended torque value listed on “BOSS CLAMPS” chart in Section 7
“SYSTEMS & TROUBLESHOOTING”.
2. Examine for and change out worn hoses and weakened Boss clamps. If the hoses are to be
changed out, change the Boss clamps also. These Boss clamps hold the hose connections
under a large amount of pressure. Remember, Boss clamps (including the nuts and bolts)
are for single use only. Do not reuse! Once removed, discard.
3. Refer to the “Dixon Boss Clamp Selection and Installation” instructions shown in Section 7
“SYSTEMS & TROUBLESHOOTING” for the proper way to select and install Dixon Boss
Clamps.

DM45SP/DMLSP

DM45SP/DMLSP
6.5 -- MAINTENANCE (8--10 HOURS OR DAILY)
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
6.5 --- MAINTENANCE (8---10 HOURS OR DAILY)

SWITCH
TOWER
PINNING
LIGHT
TOWER
RAISING
REAR LEVELING
JACK
FRONT FRONT
DRILL FEED
CONTROLLER
RETRACTED LIGHTS
Figure 6.5---1
THE OPERATOR IS RESPONSIBLE FOR THE SAFE OPERATION OF THE DRILL.


DM45SP/DMLSP
AIR CLEANERS
The following are detailed instructions for performing routine maintenance procedures on the deck
engine air cleaner and compressor air cleaner.
Engine and Air Compressor Damage. Raw, unfiltered air can cause engine and compressor
damage. Never service the air cleaners while the engine is running.
Air Cleaner Indicators
Check the Air Cleaner Visual Restriction Indicators (see figure 6.5--2) before every shift, during
every shift and after every shift. The indicator measures the restriction of the air cleaner and alerts
the operator when filter replacement is required.
RUBBER BOOT
AIR CLEANER
VISUAL
RESTRICTION
INDICATOR Figure 6.5---2
DUST CUP DUST CUP

CLAMP
Clean and inspect both engine and compressor air cleaner visual restriction indicators. They
should be GREEN. If the indicators show RED, indicating a plugged air cleaner, clean or replace
the filter elements. After servicing the element, reset the restriction indicator to GREEN when the
element is replaced in the air cleaner housing. The engine and compressor air cleaners must be
checked to verify the restriction indicators are not sticking. Check by pressing in the rubber boot.
The internal green/red indicator should move freely.
Connections and Ducts
COMPRESSOR
AIR CLEANER
RUBBER SHOWN
BOOT
ENGINE
INLET VISUAL
RESTRICTION
INDICATOR
Figure 6.5---3
COMPRESSOR
INLET
DUST CUP

DM45SP/DMLSP
Connections and Ducts (continued)

Check Air Cleaner connections and ducts for leaks before every shift, during every shift and after
every shift. Ensure all connections between the air cleaner and engine are tight and sealed.
Ensure all connections between the air cleaner and air compressor are tight and sealed.
Note: Dust that gets by the air cleaner system can often be detected by looking for dust streaks on
the air transfer tubing or just inside the intake manifold inlet.
Empty Dust Cups
As daily routine maintenance, and as required In extremely dusty conditions, the dust cups on
each of the air cleaners must be emptied of accumulations.
NORMAL INVERTED
POSITION POSITION
VACUATOR VALVE
GASKET
QUICK RELEASE
DUST CUP
CUP
CLAMP
Figure 6.5---4
DUST CUP
On filters equipped with dust cups (See Figure 6.5--4), the cup must be emptied when it becomes
2/3 full. The frequency of dust cup servicing varies with the operating conditions. It may be
necessary to empty the dust cup daily.
1. Loosen the dust cup clamps and remove the dust cups on both the compressor and engine
air cleaners.
2. Empty any accumulations of dust and dirt and replace the dust cup. Secure the dust cup
clamps.
3. When reinstalling the dust cup, make sure it seals all the way around the air cleaner body.
4. Inspect the O--ring between the dust cup and the air cleaner body. If it is damaged in any
way, it must be replaced.
On filters equipped with a quick release dust cup (See Figure 6.5--4), simply release the latch on
the dust cup and allow it to swing down and empty. When it is empty, close the dust cup and lock it in
place with the latch.
On filters equipped with vacuator valves (See Figure 6.5--4), the dust cup service is cut to a
minimum. A quick check to see that the vacuator valve is not inverted, damaged or plugged is all
that is necessary.

DM45SP/DMLSP
ENGINE
Hot oil or components can burn. Hot oil and hot components can cause personal injury. Do
not allow hot oil or hot components to contact the skin.
The drawings in Figure 6.5--5 show typical CUMMINS QSK19 Engine. Due to individual
applications, your engine may appear different from the drawing.
Typical CUMMINS QSK19 Engine

L H
Figure 6.5---5
Fill
cap
FUEL
FILTERS OIL
DIPSTICK FILTERS Dipstick on Cummins QSK19 engine
OIL DRAIN
The drawings in Figure 6.5--6 show typical CUMMINS QSX15 Engine. Due to individual
Typical CUMMINS QSX15 Engine
OIL
FILL
OIL COOLANT
FILTER FILTER
FUEL FILTER
DIPSTICK Figure 6.5---6
OIL DRAIN OIL DRAIN

DM45SP/DMLSP
Hot oil or components can burn. Hot oil and hot components can cause personal injury. Do
not allow hot oil or hot components to contact the skin.
The drawing in Figure 6.5--7 shows a typical CAT 3412E engine. Due to individual applications,
your engine may appear different from the drawing.
Typical CAT 3412 Engine
ADD FULL
Figure 6.5---7
OIL
DIPSTICK FILTERS
The drawings in Figure 6.5--8 shows a typical CAT C--15/C--16 engine. Due to individual
Typical CAT C---15/C---16 Engine
OIL OIL
FILLER FILLER
CAP CAP
OIL LEVEL
GAUGE
(DIPSTICK)
OIL
Figure 6.5---8 FILTER

DM45SP/DMLSP
Engine Oil Level

Check the engine oil level daily by viewing the dipstick. Perform this maintenance with the engine
shut off.
1. The drill must be on a level, stable surface when checking the oil level on the dipstick to be sure
the measurement is correct.
2. Wait at least 5 minutes after shutting off the engine to check the oil level. This allows time for the
oil to drain into the oil pan.
3. Pull out the dipstick (oil level gauge), wipe it clean with a lint free dry cloth and push the dipstick
back in.
4. Pull out the dipstick again and check the oil level on the dipstick.
5. Cummins Maintain oil level between the “L” (low) mark and “H” (high) mark on the oil level
gauge (dipstick). Do not fill the crankcase above the “HIGH” mark (Figure 6.5--5).
Never operate the engine with the oil level below the “L” (low) mark or above the “H”
(high) mark.
5. CAT Maintain the oil level between the “ADD” mark and “FULL” mark on the oil level gauge
(dipstick). Do not fill the crankcase above the “FULL” mark (Figure 6.5--7).
Operating the engine when the oil level is above the “FULL” mark could cause the crankshaft to
dip into the oil. The air bubbles created from the crankshaft dipping into the oil reduces the oil’s
lubricating characteristics and could result in the loss of power.
6. Remove the oil filler cap and add oil, if necessary. (For details on engine oil, refer to 6.3 Fill
Capacities/Lubricants/Fuel Specifications.)
7. Clean the oil filler cap and reinstall.
8. Repeat process and check oil level again after engine has run for about 1 minute.
ENGINE BELTS & TENSIONER

Under normal operating conditions, the engine drive belts should be inspected daily. Belt damage
can be caused by: incorrect tension, incorrect size or length, pulley misalignment, incorrect
installation, severe operating environment and oil or grease on the belts.

DM45SP/DMLSP
Belt Inspection
To maximize the engine performance, visually inspect the belts for tension, wear, breaks, cracks or
other damage (see Figure 6.5--9). Replace belts that are cracked or frayed. Adjust belts that have a
glazed or shiny surface which indicates belt slippage. Correctly installed and tensioned belts will
show even pulley and belt wear.
Figure 6.5---9
Every three months, or as necessary, adjust the belt tension in order to minimize belt slippage.
Belt slippage will decrease the life of the belts. If the belts are too loose, the belts will vibrate. This
vibration is enough to cause unnecessary wear on the belts and on the pulleys. If the belts are too
tight, unnecessary stresses are placed upon the pulley bearings and upon the belts. These
stresses will shorten the life of the belts and of the pulley bearings.
1. Remove the belt guard to check the belt tension or to replace belts.
Figure 6.5---10
2. Measure the belt tension in the center span of the pulleys (see figure 6.5--10).
Note: Refer to Belt Tension Chart in the OEM Engine Operation and Maintenance Manual for
the correct gauge and tension value for the belt width used.
3. An alternate method (deflection method) can be used to check belt tension by applying 25
lbs. (110 N) force midway between the pulleys on v--belts. If the deflection is more than one
(1) belt thickness per foot of pulley center distance, the belt must be adjusted. As a general
rule, a correctly adjusted belt will deflect 0.35 inch (9mm) to 0.59 inch (15mm).

DM45SP/DMLSP
Belt Replacement
For applications that require multiple drive belts, replace the belts in matched sets. Replacing only
one belt of a matched set will cause the new belt to carry more load because the older belt is
stretched. The additional load on the new belt could cause the new belt to break. Note: When a
drive uses two or more belts, replace the belts as a complete set (See figure 6.5--11).
Figure 6.5---11
1. Loosen up adjusting mechanism and move the pulley centers as close together as possible.
The belts can then be installed without excessive force.
2. To prevent damage, do not roll a belt over the pulley or pry it on with a tool.
Note: Refer to Belt Tension Chart in your OEM Engine Operation and Maintenance Manual
for the correct gauge and tension value for the belt width.
Figure 6.5---12
3. Pulley misalignment must not exceed 1/16 inch for each 12 inches (6mm for each meter) of
distance between pulley centers (Figure 6.5--12).
4. Belts must not touch the bottom of the pulley grooves, nor must they protrude over 3/32 inch
(3mm) above the top edge of the groove.
5. When a drive uses two or more belts, the belt riding depth must not vary over 1/16 inch (2mm)
between the belts (figure 6.5--12).
6. Ensure that the belt guard is replaced and secured properly.
7. If new belts are installed, check the tension again after 30 minutes of engine operation at the
rated rpm.

DM45SP/DMLSP
QSK19 ENGINE BELTS
QSK19 Engine Alternator Belt

Follow the instructions below to adjust the engine alternator drive belt. ( QSK19 engine is shown).
Figure 6.5---13 Figure 6.5---14 Figure 6.5---15
1. Loosen the alternator and adjusting link mounting capscrews (See figure 6.5--13). Note: The
lower jam nut has left--hand threads.
2. Loosen up the jam nuts on the adjusting screw (See figure 6.5--13).
3. Turn adjusting screw clockwise to tighten the belt tension (See figure 6.5--14).
4. Tighten the jam nuts on the adjusting screw (See figure 6.5--15). Note: The lower jam nut has
left--hand threads.
5. Tighten up the adjusting link and alternator mounting capscrews to a torque value of 40 ft/lbs.
(55Nm) as shown in figure 6.5--15.
Figure 6.5---16
6. Check the belt tension again to be sure it is correct (See figure 6.5--16). Note: Belt tension
must be 150 ft/lb (670Nm).

DM45SP/DMLSP
Water Pump Drive Belt

1. Loosen the locknut which secures the idler pulley to the water pump (figure 6.5--17).
Figure 6.5---17 Figure 6.5---18
2. Turn the adjusting screw to adjust the belt tension (figure 6.5--17).
Note: Do not adjust the belt tension to full value with the adjusting screw. Belt tension can
increase when the lock nut is tightened and, therefore, reduce belt and bearing life.
3. Secure idler pulley in position by tightening the lock nut to 50 ft/lb (70Nm) as shown in figure
6.5--18.
4. Loosen up the adjusting screw 1/2 turn to prevent breakage (figure 6.5--18).
5. Measure the belt tension again. Adjust if necessary.
6. Ensure that the belt guard is replaced and secured properly.
QSX15 ENGINE BELTS

Inspect the belts for damage daily. Traverse (across the belt width) cracks are acceptable.
Longitudinal (direction of belt length) cracks that intersect with traverse cracks are not acceptable.
Replace the belt if it has unacceptable cracks, is frayed, or has pieces of material missing (see
figure 6.5--19).
Figure 6.5---19
Belt damage can be caused by: Incorrect tension, Incorrect size or length, Pulley misalignment,
Incorrect installation, Severe operating environment, and oil or grease on the belts.

DM45SP/DMLSP
QSX15 Automatic Belt Tensioner Inspection
Inspect for Reuse. With the engine turned off, verify that neither the top nor bottom tensioner arm
stop is touching the cast boss on the tensioner body (see figure 6.5--20). If either of the stops is
touching a boss, the alternator belt must be replaced. Check to make sure the correct belt part
number is being used if either condition exists.
Figure 6.5---21
Figure 6.5---20
Check the tensioner pulley and body for cracks (see figure 6.5--21). If any cracks are noticed, the
tensioner must be replaced.
Check the tensioner for dirt buildup. If this condition exists, the tensioner must be removed and
steam cleaned.
Remove the alternator belt. If the tensioner pulley touches the accessory drive pulley after the
tensioner has been fully relaxed, the bottom tensioner arm stop boss has broken and the tensioner
must be replaced (see figure 6.5--22).
Figure 6.5---22
Check that the bottom tensioner arm stop is in contact with the bottom tensioner arm stop boss on
the tensioner body (see figure 6.5--23). If these two are not contacting, the tensioner must be
replaced. Install the alternator belt.
Figure 6.5---23

DM45SP/DMLSP
QSX15 Automatic Belt Tensioner Inspection (continued)

Inspect the tensioner for evidence of the pivoting tensioner arm contacting the stationary circular
base (see figure 6.5--24). If there is evidence of these two areas contacting, the pivot tube bushing
has failed and the tensioner must be replaced.
Figure 6.5---24
CAT ENGINE BELTS

Under normal operating conditions, the engine drive belts should be inspected daily. Belt damage
can be caused by: Incorrect tension, Incorrect size or length, Pulley misalignment, Incorrect
installation, Severe operating environment and Oil or grease on the belts.
Belt Adjustment
Adjust the belt tension in order to minimize belt slippage. Belt slippage will decrease the life of the
belts. If the belts are too loose, the belts will vibrate. This vibration is enough to cause unnecessary
wear on the belts and on the pulleys. If the belts are too tight, unnecessary stresses are placed
upon the pulley bearings and upon the belts. These stresses will shorten the life of the belts and of
the pulley bearings. If new belts are installed, check the tension again after 30 minutes of engine
operation at the rated rpm.
ADJUSTING
NUTS
BELT
Figure 6.5---25
MOUNTING BOLT
1. Remove the belt guard to adjust belt tension.

2. Slightly loosen mounting bolt and adjusting nuts (See Figure 6.5--25).
3. Turn the adjusting nuts in order to increase or decrease the belt tension. Tighten adjusting
nuts. Tighten mounting bolt. Refer to the Torque Specifications in this section for proper
torques.
4. To check the belt tension, apply 110 N (25 ft/lb). of force midway between the pulleys. A
correctly adjusted belt will deflect 0.35 inch (9mm) to 0.59 inch (15mm).
5. Ensure that the belt guard is replaced and secured.

DM45SP/DMLSP
ENGINE FUEL/WATER SEPARATORS

Engine manufacturers require that a fuel--water separator or fuel filter and water separator be
installed in the fuel supply system. The fuel filter / water separator should be monitored daily for
signs of water and sediment. If water is present, drain the water and sediment from the filters /
separators.
Note: Water and sediment may contain petroleum products. Consult with your local environmental
agency for recommended disposal guidelines.
open flames and do not smoke while draining fuel filters. Always wipe up any spilled fuel
immediately. Fuel leaked or spilled onto hot surfaces or electrical components can cause a
fire. To help prevent possible injury, turn the start switch off when changing fuel filters or
water separator elements.
QSK19 Fuel/Water Separator
Water in the fuel can cause the engine to run rough. If the fuel has been contaminated with water,
the fuel/water separator element should be changed before the regularly scheduled interval of 250
hours. (See 6.8 Maintenance 250 Hours).
Typical CUMMINS QSK19 Engine
Figure 6.5---26
DRAIN
VALVE
FUEL/WATER SEPARATORS
1. Shut off the engine. Place a suitable container under the fuel filter/water separator to collect
any excess escaping fuel when draining. Do not allow fuel to drain on the ground.
2. Use your hand to open the drain valve (see figure 6.5--26). Turn the valve counter clockwise
about 2--1/2 turns until draining occurs. Drain the filter sump of water and any sediment until the
clear fuel is visible (about 1 cup).
3. Turn the valve clockwise approximately 2--1/2 turns to close the drain valve.
Do not overtighten the valve. It can damage the threads.

DM45SP/DMLSP
QSX15 Fuel/Water Separator
Figure 6.5---27
DRAIN
VALVE
NUT
FILTER DRAIN
VALVE
the fuel/water separator element should be changed before the regularly scheduled interval of
1500 hours. (See 6.11 Maintenance 1500 Hours).
1. Shut off the engine. Place a suitable container under the fuel filter/water separator to collect
any excess escaping fuel when draining (see figure 6.5--27). Do not allow fuel to drain on the
ground. Catch it in a container for safe disposal.
2. Turn the drain valve counterclockwise and loosen the drain valve nut completely so the valve
drops down from the filter 1 inch (25.4 mm). Drain the filter sump of water and any sediment
until the clear fuel is visible (about 1 cup).
Note: The drain valve nut must be loosened enough so that the valve drops down to expose
the vent slots in the valve.
3. Tighten the drain valve nut to stop draining.
Do not overtighten the valve. It can damage the threads.

DM45SP/DMLSP
CAT Fuel/Water Separator

Typical CAT Engine
SECONDARY
FUEL FILTER
ELEMENT
BOWL
DRAIN PRIMARY FUEL
FILTER & WATER
SEPARATOR Figure 6.5---28
the element should be changed before the regularly scheduled interval of 500 hours.
The primary filter/water separator also provides filtration to help extend the life of the secondary
fuel filter. The element should be changed as part of the 500 hour routine maintenance schedule. If
a vacuum gauge is installed, the primary filter/water separator should be changed at 50 to 70 kPa
(15 to 20 inches of Hg.)
The bowl should be monitored daily for signs of water. If water is present, drain the water from the
bowl.
1. Shut off the engine.
2. Open the self--ventilated drain (see Figure 6.5--28). Catch the draining water in a suitable
container and dispose of the water properly.
3. Close the drain.
The Water Separator is under suction during normal engine operation. Ensure that the drain valve
is tightened securely to help prevent air from entering the fuel system.

DM45SP/DMLSP
COOLING SYSTEM
Radiator Coolant Level
The coolant level must be checked daily as part of the 10 hour routine maintenance procedure.
Ensure the coolers are not too hot to touch.
engine and allow it to cool down before removing the radiator cap. Remove the cap slowly to
relieve pressure. Avoid contact with steam or escaping fluid. Do not remove the radiator
cap from the cooler(s) while the engine is hot. Wait until the temperature is below 120_F
(50_C) before removing the pressure cap. Failure to do so can result in personal injury from
heated coolant spray or steam. Remove the filler cap slowly to relieve coolant system
pressure.
RADIATOR FILLER CAP
WATER
TEMP
SIGHT GLASS ON RADIATOR
WATER
TEMP
Figure 6.5---29
1. Check engine coolant level. The coolant level should be maintained so fluid can be seen in the
sight glass. If coolant is low, add through filler cap.
Note: If coolant level is below the minimum level, the low level probe will activate the engine
shutdown. In the case of repeated low level shutdowns, call for service to investigate cause
of coolant loss.
2. Makeup coolant added to the engine must be mixed with the correct proportions of antifreeze,
supplemental coolant additive (SCA), and water to avoid engine damage. It must be used year
round in all climates. Note: Refer to Actual Manufacturer’s manual for more details on engine
coolant.
The QSX15 engine uses aluminum parts that are in contact with the coolant. Improper
coolant, coolant filter selection, and maintenance will likely result in perforation of one of
these parts.
Cummins Engine Company, Inc. recommends using either a 50/50 mixture of good quality water
and fully formulated antifreeze, or fully formulated coolant when filling the coolant system. The fully
formulated antifreeze or coolant must meet TMC RP329 or TMC RP330 specifications (Refer to
6.3 Refill Capacities/Lubricants/Fuel for further recommended coolant specifications).

DM45SP/DMLSP
Radiator Coolant Level (continued)
Do not add cold coolant to a hot engine. Engine castings can be damaged. Allow the engine
to cool to below 120_F (50_C) before adding coolant.
Fully formulated antifreeze must be mixed with quality water at a 50/50 ratio (40 percent to 60
percent working range). A 50/50 mixture of antifreeze and water gives a --34_F(--36_C) freezing
point and a 228_F (110_C) boiling point, which is adequate for locations in North America. The
actual lowest freezing point of ethylene glycol antifreeze is 68 percent. Using higher
concentrations of antifreeze will raise the freezing point of the solution and increase the possibility
of a silica gel problem.
REFRACTOMETER HYDROMETER
Figure 6.5---30
1. A refractometer must be used to accurately measure the freeze point of the coolant.
2. Do not use a floating ball hydrometer. Floating ball hydrometers can give an incorrect reading.
Cooling System Sealing Additives
SEALING SOLUBLE
ADDITIVE OIL
Figure 6.5---31
Never use a sealing additive to stop leaks in the coolant system. The use of sealing additives will:
(a) Build up in coolant low flow areas, (b) Clog coolant filters, (c) Plug radiator and oil cooler. This
can result in coolant system plugging and inadequate coolant flow causing the engine to overheat.
Cooling System Soluble Oils

Do not use soluble oils in the cooling system. The use of soluble oils will: (a) Allow cylinder liner
pitting, (b) Corrode brass and copper, (c) damage heat transfer surfaces, (d) damage seals and
hoses.

DM45SP/DMLSP
Clean Radiator & Oil Coolers

If the drill has suffered leaks of oil or fuel, dirt will tend to adhere to the cooling fins of the radiator
and hydraulic oil cooler. This accumulation of dirt will reduce the cooling efficiency. Therefore, any
leaks of oil or fuel should be immediately repaired and cooling surfaces given a thorough cleaning.
Check every 10 hours or daily for signs of clogging on the exposed cooling fins on the combined
radiator, compressor oil and hydraulic oil coolers as part of the routine maintenance procedure.
Note:
Adjust the frequency of cleaning according to the effects of the operating environment. Inspect the
radiator for these items: damaged fins, corrosion, dirt, grease, insects, leaves, oil and other debris.
Clean the radiator if necessary.
Pressurized air is the preferred method for removing loose debris. Direct the air in the opposite
direction of the fan’s air flow. Hold the nozzle approximately 0.25 inch (6 mm) away from fins.
Slowly move the air nozzle in a direction that is parallel with the tubes. This will remove debris that is
between the tubes.
When using compressed air, water jets or steam cleaning methods, ensure that appropriate
protective clothing is worn to protect eyes and exposed parts of the body. Maximum air
pressure at the nozzle must be less than 30 psi (205 kPa) for cleaning purposes.
Pressurized water may also be used for cleaning. The maximum water pressure for cleaning
purposes must be less than 40 psi (275 kPa). Use pressurized water in order to soften mud. Clean
the core from both sides.
COMP. OIL ENGINE HYD. OIL

COOLER RADIATOR COOLER
Figure 6.5---32
Use a degreaser and steam for removal of oil and grease. Clean both sides of the core. Wash the
core with detergent and hot water. Thoroughly rinse the core with clean water.
After cleaning, start the engine and accelerate the engine to high idle rpm. This will help in the
removal of debris and drying of the core. Stop the engine. Use a light bulb behind the core in order
to inspect the core for cleanliness. Repeat the cleaning if necessary.
Inspect the fins for damage. Bent fins may be opened with a “comb”. Inspect these items for good
condition: welds, mounting brackets, air lines, connections, clamps and seals. Make repairs if
necessary.
1. If clogging is dried on dirt, use liquid or dry air to remove from the cooling fins. If dry dust is
present, use low pressure compressed air to clean.
2. In case of severe clogging, due to fluid leaks, apply diesel fuel or use a commercial cleaning
detergent. Let it soak in and then wash off with water jet.

DM45SP/DMLSP
FUEL TANK
open flames, and do not smoke while filling the fuel tank. Always wipe up any spilled fuel
immediately.
Fuel Level
Maintain fuel tank(s) at a high level to minimize water condensation inside the tank. This is best
accomplished by filling the fuel tanks at the end of each shift or day. Check fuel tanks and fuel
lines for possible leaks. Because of the potential fire hazard, leaks must be corrected as soon as
they are spotted. Select the proper grade of fuel in accordance with the information given in
6.3--Refill Capacities/Lubricants/Fuel.
Fuel Tank Breather

PULL TO PUSH TO
START STOP
OIL DISCHARGE
PRESSURE TEMP
EMERGENCY
STOP
WATER
FUEL AMMETER TEMP
Fuel Level Gauge Figure 6.5---33 Fuel Tank Filler Cap
The fuel gauge (figure 6.5--33) monitors the level of fuel in the fuel tank. The tank should be refilled
when the indicator needle moves to below 1/4 tank.
1. Check the fuel level by reading the fuel level gauge on the operator’s console.
2. Never allow the fuel tank(s) to completely empty, otherwise the entire fuel system will require
bleeding.
3. When fuel is added, open the filler cap and clean the fill cap area.
4. Fill tank with correct grade of fuel. Refer to 6.3--Refill Capacities/Lubricants/Fuel for more fuel
details.

DM45SP/DMLSP
RECEIVER SEPARATOR
Water condenses and must be drained daily from the bottom of the separator tank. If water is
allowed to condense into the compressor oil, the bearing life will be considerably reduced.
Drain Water from Receiver Tank
removing filler plug, drain valve, fittings or receiver cover.
COVER
RECEIVER
TANK
OIL SEPARATOR ELEMENT

LEVEL
GAUGE OIL FILLER CAP
Figure 6.5---34
DRAIN VALVE
1. Locate and open the drain valve (see Figure 6.5--34). Allow any of the accumulated water to
drain into a container.
2. When oil starts to flow, close drain valve.
3. Dispose of all accumulation in accordance with local regulations.
Check Compressor Oil Level

Periodically check the compressor oil level in the receiver tank. A loss of compressor oil could be an
indication of excess oil carryover with the compressed air and would require a separator element
change.
Do not attempt to open the filler plug, any drain plugs or the drain valve before making sure
all air pressure has been relieved from the system. High Pressure can cause severe injury
or death

DM45SP/DMLSP
Check Compressor Oil Level (continued)

1. Check the oil level with the level gauge on the receiver separator tank (see Figure 6.5--34).
2. If necessary, add fresh, clean synthetic oil (filtered through a 10 micron filter) through the fill cap
area to bring level to FULL.
Note:
Low Pressure compressors (110psi) use DRILLCare LP-150 Oil.IR- PROTECH Oil.
High Pressure compressors (350 psi) use DRILLCare HP-350 Oil.XHP605 Oil.
For details on compressor oil, refer to 6.3--Refill Capacities/Lubricants/Fuel Specifications.
Receiver Separator Element

Maintenance on the Receiver Separator Element is on an “as required” basis. A change of the
receiver separator element is required when there is excessive oil carry over with the compressed
air.
1. Park the drill on stable, level surface and shut down engine. Allow time for the drill to cool.
Do not attempt to remove any plugs or open the the drain valve before making sure all air
pressure has been relieved from the system. High Pressure can cause severe injury or
death. Hot oil or components can burn. Avoid contact with hot oil or components.
COVER
SEPARATOR
SEPARATOR
ELEMENT
ELEMENT
COVER
VERTICAL
RECEIVER HORIZONTAL
TANK RECEIVER
TANK
Figure 6.5---35
2. Remove the receiver cover and remove the separator element (see Figure 6.5--35).
3. Discard the used element in accordance with local guidelines.
4. When installing the new element, make sure that the gasket is equipped with a staple. Also,
install the element with the two drain holes located at the bottom.
5. Reattach the receiver cover and tighten bolts.
6. After startup, check the drill for any leaks at operating temperatures.

DM45SP/DMLSP
HYDRAULIC RESERVOIR
The hydraulic reservoir oil level must be checked daily as part of the 10 hour routine maintenance
procedure.
working around or on the hydraulic system to ensure its complete cleanliness. When
operating, the oil level must be visable at all times.
1. Check the reservoir oil level by viewing the sight gauge (See Figure 6.5--36).
SUCTION MANIFOLD FILL CAP
LEVEL OF PLUG
COLD OIL
CYLINDERS
RETRACTED
OIL LEVEL
GAUGE
OIL
TEMPERATURE
GAUGE
Figure 6.5---36
2. The oil level in hydraulic tank depends on the extended or retracted positions of the hydraulic
cylinders. It is important to observe and note the following information when reading the level
gauge:
a. The oil level with all hydraulic cylinders retracted (tower down and leveling jacks up) should
be even with the mark on the hydraulic reservoir next to the sight gauge.
b. The top of the oil level MUST be visible when engine is running AND also when the engine
is stopped. There must be oil showing on the gauge at all times. Add oil to bring to levels
defined above. Note: If no oil is showing on the gauge, stop the engine immediately and
call for service assistance to investigate the cause of oil loss.
3. If necessary, add fresh, clean (filtered through a 5 micron filter) anti--wear hydraulic oil through
the fill cap to bring the tank level to FULL (see figure 6.5--36). Do not add oil through the
suction manifold plug. Refer to 6.3 Fill Capacities/Lubricants/Fuel for hydraulic oil details.
4. During operation, monitor the hydraulic oil temperature gauge (figure 6.5--36).

DM45SP/DMLSP
HYDRAULIC OIL FILTERS

There are two system return hydraulic oil filters and one case drain filter on the drill.
The system main return filters (figure 6.5--37) are located on the rear face of the hydraulic tank.
The main return flow to the tank passes through these filters and into the hydraulic oil tank’s internal
supercharge manifold. The supercharge of 65 psi provides supply to the piston pumps and
minimizes cavitation problems.
The case drain filter is located on the drill tower support (figure 6.5--37) and filters case drain oil
prior to return into the hydraulic tank.
RESTRICTION
INDICATOR
MAIN
RETURN
FILTERS
Figure 6.5---37
RETURN FILTERS CASE DRAIN FILTER
It is important to monitor the filter’s restriction indicator sight glass during the routine 10 hour walk
around inspection by the operator. If the indicator window shows RED, then the filter elements
require replacement. If the window shows GREEN, the filters are satisfactory.
When restriction indicates that element servicing is required, follow the instructions shown in 6.10
Maintenance (1000 Hours). Under normal operating conditions, these filters are replaced at the
regular 1000 Hour service interval.
ROTARY TABLE
Rotary Head Oil Level
Check the rotary head oil level daily. Perform this maintenance with the tower up.
FILL PORT
SIGHT GLASS
Figure 6.5---38

DM45SP/DMLSP

1. Move the drill to a stable, level surface and raise the tower.
2. Check the rotary table oil level. Oil must be showing in the sight glass (refer to figure 6.5--38).
3. If low, add oil through fill port until level is visible in the sight glass. The rotary table uses SAE
90W Gear Oil. Refer to 6.3 Fill Capacities/Lubricants/Fuel for details on hydraulic oil.
Swivel Assembly
Grease the swivel assembly daily at the grease point on the swivel. Make sure the grease at the
relief is free to move and the port is not plugged. Remove the relief fitting to perform this task. Then,
add grease slowly until it is coming out the open port. Make sure the relief fitting is operational.
Replace the relief fitting and continue to add grease until the relief indicator pops out. In a short
period of time, if the relief has not popped out, stop and determine where the grease is going. The
manufacturer recommends using Exxon Mobil Ronex Extra Heavy Duty Moly 2 grease
(#57818221).
MANUAL LUBRICATION
The following grease procedures must be carried out as part of the 10 hour or daily routine
maintenance schedule.
1. If necessary, raise the tower and lock it in the vertical position.
2. Shut down the engine.
3. Clean all grease fitting nipples that can be reached from ground level. This includes all grease
fittings on the tower including all the fittings that are on the rotary table.
4. Inject five shots of MPG--EP1 grease into each grease nipple on the lower tower and rotary
table.
5. Wipe off excess grease.
6. Start engine. Unpin the tower and lower the tower. Shut down the engine.
7. Using a manlift or ladders, clean all of the remaining grease nipples on the tower. This includes
all the grease fittings on the tower and all the fittings that are on the cluster sprockets, stabilizer
blocks and swivel.
8. Inject five shots of MPG--EP1 grease into all of the remaining grease nipples on tower, cluster
sprockets, stabilizer blocks and swivel.
LUBE MANIFOLDS
The following grease procedures must be carried out as part of the 10 hour or daily routine
maintenance schedule. Follow the procedures below if the drill is equipped with lube manifolds.

DM45SP/DMLSP
LUBE MANIFOLDS (continued)

Bank 1 (Tower Grease Manifold)
Apply grease the tower grease nipples located on Bank 1 central manifold (see Figure 6.5--39).
1. If necessary, raise the drill tower and lock in the vertical position.
3. Clean all grease nipples.
4. Inject 5 shots of MPG--EP1 grease into each grease nipple on Bank 1.
DRILL TOWER
BANK 1 MAIN FRAME S FRONT JACK--- CAB SIDE
BANK 2 S FRONT JACK--- CAB SIDE
S FRONT JACK--- D.C. SIDE
S PIVOT--- TOWER S FRONT JACK--- D.C. SIDE
S PIVOT TOWER S TOWER RAISING CYLINDER---
S SHEAVE PIN TOP CABSIDE
S WINCH S TOWER RAISING CYLINDER---
S SHEAVE PIN TOP D.C.SIDE
S TOWER RAISING CYLINDER S MAIN SHAFT--- CAB SIDE
S TOWER RAISING CYLINDER S MAIN SHAFT--- D.C. SIDE
S PIVOT BLOCK BOTTOM--- CAROUSEL S OSC. YOKE--- CAB SIDE
S SHEAVE PIN BOTTOM S OSC. YOKE--- D.C. SIDE
S SHEAVE PIN BOTTOM S YOKE PIVOT
S REAR JACK--- CAB SIDE
S REAR JACK--- D.C. SIDE
S MAIN SHAFT--- CAB SIDE
Figure 6.5---39 S MAIN SHAFT--- D.C. SIDE
Bank 2 (Main Frame Grease Manifold)

Grease the main frame grease nipples located on Bank 2 central manifold (see Figure 6.5--39).
2. Clean all grease nipples.
3. Inject 5 shots of MPG--EP1 grease into each grease nipple on Bank 2.
CYLINDERS
Grease the cylinders on the drill daily. A typical cylinder will have a grease fitting at both the rod end
and the cylinder end of the cylinder. Both need lubricated. A typical SP drill will have (2) tower
raising cylinders, (3) leveling jack cylinders and (1) breakout chain wrench cylinder (option).
TYPICAL
HYDRAULIC Figure 6.5---40
CYLINDER
GREASE FITTING GREASE FITTING

DM45SP/DMLSP
CYLINDERS (continued)
1. If necessary, lower the drill tower into the horizontal position.
3. Clean all grease nipples on the cylinders (figure 6.5--40).
4. Inject 5 shots of MPG--EP1 grease into each grease nipple.
Note: The cylinders may be lubricated from the grease banks.
HOIST (Option)
1. Lower the tower to the horizontal position.
Figure 6.5---41
3. Clean the grease nipple (figure 6.5--41).

4. Inject 5 shots of MPG--EP1 grease into the grease nipple for the drum shaft bracket and clutch
(if so equipped).
DRIVESHAFT U--JOINTS
Rotating Shaft can cause severe injury or death. Do not operate with guard removed.
GUARD
GUARD
OPENING
DRIVE SHAFT
Figure 6.5---42

DM45SP/DMLSP
DIVESHAFT (continued)
1. Shut down engine.
2. Leave guard in place. Reach in through the opening in guard to clean the drive shaft U--joint
grease nipples (figure 6.5--42).
3. If necessary, momentarily press starter button (with key ON/OFF switch in OFF position), to
line up access to the grease nipples.
4. Inject 5 shots of MPG--EP1 grease into the drive shaft grease nipple. Wipe off all excessive
grease.
DUST COLLECTOR
In order to insure that the dust collector system is operating to its design specifications, the
following visual inspections should be performed on a periodic basis.
Dropout Hose
Verify that the dropout hose located at the bottom of the dust collector is securely fastened to the
dropout cone (See Figure 6.5--43). This hose should be free of any holes and should form a tight
seal during the period when the collector is pulling a vacuum. The hose will open momentarily
during each back--pulse of compressed air when the filter elements are being cleaned.
BLOWER ASSEMBLY
Figure 6.5---43
AIR INLET
SUCTION HOSE
DROPOUT HOSE
DUST HOOD OUTLET
DUST CURTAINS

DM45SP/DMLSP
DUST COLLECTOR (continued)

Suction Hose
The suction hose (See Figure 6.5--43) leading from the dust hood outlet to the dust collector inlet
should be clear of obstructions such as a build--up of dirt or mud. There should be no kinks or
extremely sharp bends in the suction hose.
Blower Assembly
Observe the discharge of the blower assembly (See Figure 6.5--43). There should be no visible
dust emerging from the outlet of the blower housing. If there is, the filter elements and/or filter
gaskets should be replaced immediately to avoid damage to the blower wheel.
Filter Elements
Listen to the back--pulsing of the filter elements (see Figure 6.5--44). There should be a sharp pulse
of air every 2--3 seconds. If a pressure gauge is installed in the air supply line to the dust collector,
verify that the air is pulsed at a peak pressure of approximately 40 psi.
Figure 6.5---44
FILTER ELEMENTS
The filters should be cleaned whenever possible by pulsing the elements with the blower system
turned off. This can be done at the end of any drilling cycle, while changing drill rod and possibly
between each hole.
Remove the dropout cone and inspect the filters. Replace them if they are worn, torn or shredded.
Remove the wing nut and the filter should drop out.
Rod Seal
Inspect the integrity of the rod seal attached to the bottom of the tower. Also give attention to the
dust curtains surrounding the hole (See Figure 6.5--43).

DM45SP/DMLSP
CLEAN THE DRILL

The complete drill must be given a weekly cleaning. Daily cleaning will be required if material is
adhering to the tower or truck working parts.
1. Make sure the inside of the operator’s cab is clean. Make sure the operator’s areas, steps and
grab rails are clean. Oil, grease, snow, ice or mud in these areas can cause you to slip and fall.
Clean your boots of excess mud before getting in the cab or on the drill.
2. Check the tracks. Make sure that no material is jammed between the track sprockets and the
track tensioners.
3. Check the tower feed installation for debris buildup around the sheaves.
4. Thoroughly wash all fittings, caps, plugs, etc. with a nonflammable, nontoxic cleaning solution
before servicing to prevent dirt from entering while performing the service.
NOTE:
Protect all electric components and control panels against entry of water or steam when using
high pressure cleaning methods. Cover the fuel and hydraulic fill cap breathers located on
each tank.
5. After cleaning, check for defects in the air cleaner ducts.

a) Check intake for accumulation of debris that could restrict air flow.
b) Check air cleaner mounting hardware for security.
c) Check all hoses for cracks, chafing or deterioration and replace at the first sign of probable
failure.

DM45SP/DMLSP
6.6 -- MAINTENANCE (50 HOURS OR WEEKLY)
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
BATTERIES
Batteries contain an acid and can cause injury. Skin and eye contact with battery fluid can
cause injury. Avoid skin and eye contact with battery fluid. If contact occurs, flush area
Figure 6.6---1
The following battery maintenance must be carried out as part of the 50 hour routine maintenance
schedule.
Electrolyte Level
1. Check the electrolyte level and keep the electrolyte level above the plates.
2. Refill with distilled water if necessary.
Over filling can cause poor performance or early failure.

Battery Terminals
Keep the battery terminals clean and the connections tight.

DM45SP/DMLSP
PUMP DRIVE GEARBOX

The type of service and the operating conditions will determine the maintenance interval. However,
it is recommended that the oil level be checked as part of the 50 hour routine maintenance
schedule.
Hot oil or components can burn. Oil must be at normal operating temperature when
draining. Avoid contact with hot oil or components. Do not allow used oil to drain into the
ground. Dispose of properly.
At the same time, check for oil leaks. Because the lubricant system is the heart of the unit, it is
especially important that the oil be kept clean.
Note: The oil in the pump drive gearbox should be changed whenever the oil shows any trace of
dirt or the effects of high temperature, evidenced by discoloration or strong odor.
Check Oil Level
Do not add or check the oil level with the engine running.
1. Move the drill to a level surface.
2. Stop engine before checking or adding oil.
DIPSTICK BREATHER
AND FILL
PLUG
Figure 6.6---2
3. Clean around the oil level dipstick and the oil fill plug before checking or adding oil.
4. Check the oil level within the gearbox with the dipstick. Remove the dipstick and wipe it clean.
Reinsert and withdraw the dipstick to read the oil level within the gearbox.
5. If necessary, add 80W90 Gear Oil and fill to the correct level. Always use clean oil from clean
containers. Do not overfill. This will cause overheating. Refer to Section 6.3 -- Fill Capacities/
Lubricants/Fuel Specifications for recommended oil specifications.
6. Check and clean the gearbox breather.

DM45SP/DMLSP
TRACK GEARBOX
The following gearbox maintenance must be carried out as part of the 50 hour routine
Check Oil Level
Figure 6.6---3
1. Move the drill to a level surface and shut off the engine.
2. Be sure that the planetary housings are not too hot to touch. If they are hot, give them time to
cool down before proceeding.
3. Clean around the fill/level plug before it is removed. Remove the fill/level plug (see “A” in figure
6.6--3).
4. The oil should be level up to bottom of the fill/level plug hole. If required, add oil through this
port.
5. Required lubricant for final drive gearboxes is ISO VG220. See Section 6.3 -- Fill Capacities/
Lubricants/Fuel Specifications for recommended oil specifications.
6. Allow oil to stop flowing from the port.
7. Clean, install and tighten the plug.
8. Check for leaks.

DM45SP/DMLSP
TRACKS
The following track maintenance must be carried out as part of the 50 hour routine maintenance
schedule.
One of the more critical factors in undercarriage wear is proper track adjustment.
a. Tracks that are too tight will put extra stress on both the undercarriage and the drive train
components, while wasting horsepower.
b. Tracks that are too loose create too much back bending, snaking and poor footing which
causes needless wear on roller flanges, sprocket teeth and track guides.
Proper track adjustment will vary with soil conditions and drill application. For example, packing
takes up slack, thus creating tight track. With excavator type chain, internal pin and bushing wear
causes track to loosen and offset the tight track caused by packing. Proper track adjustment is
important if long life and full track value are to be received.
Check Track Tension
1. The drill should be in it’s working environment. Propel the drill through mud and allow dirt to
pack the tracks.
2. Propel the drill in the direction of the idlers. Stop with one track pin directly over the front carrier
roller (the one closest to the idler) as shown in Figure 6.6--4.
LENGTH
TRACK PIN
Figure 6.6---4 SAG
IDLER
CARRIER ROLLER
TRACK ROLLERS
3. Place a straight edge on top of the shoe grousers between the front carrier roller and the idler
(Refer to Figure 6.6--5).
STRAIGHT
EDGE LENGTH
SAG
FIRST
ROLLER
IDLER
Figure 6.6---5

DM45SP/DMLSP
TRACKS (continued)
4. Correct SAG (distance from the bottom of the straight edge to top of the track shoe) is 3--4% of
the distance between the top of the idler and the carrier roller.
5. The track requires retensioning when the top of the track sag between the top carrier rollers
exceeds 1--1/2” (38 mm).
Track Adjustment
If the track is too loose, the track must be tightened by adding grease to the track adjuster. If the
track is too tight, grease must be removed from the track adjuster.
Figure 6.6---6
1. Clean the single grease fitting (A), shown in Figure 6.6--6.

2. Inject MPG--EP2 grease, with a high pressure grease gun, until the required track tension is
obtained. See Section 6.3--Fill Capacities/Lubricants/Fuel Specifications for recommended
grease requirements.
3. To reduce track tension, slightly unscrew the cover plug (B). The internal buffer spring will
relax and grease will be ejected.
4. To readjust, secure cover (B) and inject grease at grease point (A) until correct track tension is
effected.
5. Repeat the same procedure for the other track drive.
The following track maintenance must be carried out as part of the 50 hour routine maintenance
schedule.
1. Check that the wheel nuts (see “C” in Figure 6.6--6) are torqued to the correct value of 420 ft/lbs
(571 Nm).
Note: If new wheel nuts have been recently installed, they may require frequent checks until
they seat properly.

DM45SP/DMLSP
AUXILIARY HOIST (Option)
Do not climb a raised tower. Climbing a raised tower can cause severe injury or death.
Lower the tower to the horizontal position to service the winch.
Never lift or transport personnel with the winch. Do not use the winch in any manner of
operation which may endanger any individual.
Stay at least 10 feet (304.80 cm) away from cable while it is under tension. Cable should be
inspected whenever unwound and replaced when broken strands are noted.
Cable clamps are not designed to hold rated winch load. At least 5 wraps of cable must
remain on the drum at all times.
The following jib hoist maintenance must be carried out as part of the 50 hour routine maintenance
schedule.
Wire Rope
once a week .
should be discarded in accordance with 3.5 of ISO 4309:1990. In table 3.5 of ISO 4309:1990,
classification groups M1 and M2 shall be used. On drill rigs with normal hook load of more than
1000KN, the winch rope shall be regularly paid out and shortened according to a plan laid down by
the manufacturer on basis of experience.
2. Replace when the wire rope shows wear of one third (1/3) the original diameter of the outside
wire.
Refer to Cable & Wire Rope information in 6.4--Maintenance As Required for additional
information on wire rope and wire rope clamps.

DM45SP/DMLSP
AUXILIARY HOIST OPTION (continued)
Periodic Inspection
1. Inspect rigging, winch and hydraulic hoses at the beginning of each work shift. Defects should
be corrected immediately.
2. Be certain that at least 5 full wraps of cable remain on the drum at all times; otherwise, the cable
clamps may not hold the load.
3. Replace cable that has been kinked or has broken strands because it may fail without warning
at low loads.
4. Inspect drive lugs on clutch and drum for rounding or cracking.
5. Inspect gear teeth for excessive wear. Wear should not exceed 1/16”.

DM45SP/DMLSP
6.7 -- MAINTENANCE (100 HOURS)
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
6.7 --- MAINTENANCE (100 HOURS)
Oil Change
The gear oil should be changed after the first one hundred (100) hours of operation, then every
1,000 operating hours or six (6) months, whichever occurs first. The gear oil must be changed to
remove wear particles that impede the reliable and safe operation of the brake clutch and erode
bearings, gears and seals. Failure to change gear oil at these suggested minimum intervals may
contribute to intermittant brake slippage which could result in property damage, severe personal
injury or death.
The gear oil should also be changed whenever the ambient temperature changes significantly and
an oil from a different temperature range would be more appropriate. Oil viscosity with regard to
ambient temperature is critical to reliable brake operation. Make certain that the gear oil viscosity
used in your winch is correct for your prevailing ambient temperature. Failure to use the proper type
and viscosity of planetary gear oil may contribute to brake slippage which could result in property
damage, severe personal injury or death.
Required lubricant: For temperatures between –30 to 80°F use Mobil SHC629 or Texico Pinnacle
150. For temperatures between –10 to 80°F use Texaco Meropa 150 or equivalent AGMA # 4EP.
For temperatures between 50 to 130°F use Texaco Meropa 220 or equivalent AGMA # 5EP.
Do not climb a raised tower. Climbing a raised tower can cause severe injury or death.
Lower the tower to the horizontal position to service the winch.
Hot oil or components can burn. Avoid contact with hot oil or components. Do not allow
used oil to drain into the ground. Dispose of properly.
1. Move the drill to a stable, level surface. Lower the tower to the horizontal position.
3. Using a manlift or a ladder, hang a drain container with a capacity of at least 4 quarts (4 liters)
under the drain point to collect the used oil.
4. Clean around the fill/drain/oil level plug and remove the plug.

DM45SP/DMLSP
Oil Change (continued)

5. Drain the oil into a suitable container.
6. Refill the housing with Texaco MEROPA 150 or an equivalent API GL--2/3 gear lubricant (with
extreme pressure additives), through the fill hole, until oil is level with the bottom of the fill/level
hole. Winches which are being serviced may not require as much oil due to incomplete draining
of the original winch oil. Refer to section 6.3--Refill Capacities / Lubricants / Fuel for further
recommended oil specifications.
7. Clean and install level plug.
8. Remove the container and dispose of the used oil in accordance with local guidelines.
9. Whenever the gear oil is changed, remove the vent plug (located in the drum support), clean in
solvent and reinstall. Do not paint over the vent or replace with a solid plug.
13. Raise the tower, operate the auxiliary hoist and check for any leaks.
Mounting Bolts
Tighten all winch base mounting bolts to recommended torque after the first one hundred (100)
hours of operation, then every 1000 operating hours or six (6) months, whichever occurs first.

DM45SP/DMLSP

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
CUMMINS ENGINE
The following drawing shows a typical Cummins QSX15 engine and a Cummins QSK19 engine .
Due to individual applications, your engine may appear different from the drawings.
TYPICAL QSX15 ENGINE
OIL FILL
COOLANT
OIL FILTER FUEL
FILTER DIPSTICK FILTER
OIL DRAIN
OIL DRAIN
TYPICAL QSK19 ENGINE
COOLANT FUEL
FILTER FILTERS
OIL DRAIN DIPSTICK OIL OIL
FILTERS DRAIN
Figure 6.8---1

DM45SP/DMLSP
CUMMINS ENGINE (continued)

ENGINE LUBRICATING OIL AND FILTERS
QSK19 Engines
Change the Engine Oil and Oil Filter(s) as part of the 250 Hour Routine Maintenance
Schedule or 6 months, whichever comes first.
QSX15 Engines
Some state and federal agencies in the United States of America have determined that used
engine oil can be carcinogenic and can cause reproductive toxicity. Avoid inhalation of
vapors, ingestion and common prolonged contact with used engine oil. Do not allow used
oil to drain into the ground. Always use proper procedures to dispose of the oil.
To avoid personal injury, avoid direct contact of hot oil with your skin.
Drain the Engine Oil

Do not drain the oil when the engine is cold. As the oil cools, suspended waste particles settle on
the bottom of the oil pan. The waste particles are not removed with the draining cold oil. Drain the
crankcase with the engine stopped. Drain the crankcase with the oil warm. This draining method
allows the waste particles that are suspended in the oil to be drained properly.
DRAIN PLUG
DRAIN POINT
Figure 6.8---2
CONTAINER
Failure to follow this recommended procedure will cause the waste particles to be recirculated
through the engine lubrication system with the new oil.
1. Position the drill on a stable, level surface and shut off engine. Wait at least 5 minutes after
shutting off engine to drain the oil. This allows time for the oil to drain into the oil pan.
2. Ensure oil is warm by viewing water temperature gauge. The temperature should not exceed
140_F. (60_C.) before draining oil.
3. Place container, with a capacity of at least 20 gallon (70 liter), under the drain point (see figure
6.8--2).

DM45SP/DMLSP

Drain the Engine Oil (continued)
4. Remove the drain plug and allow the engine oil and suspended contaminants to drain from the
drain hose into a container (see figure 6.8--2).
Replace Engine Oil Filter(s)

Always change the engine oil filter(s) at the same time the engine oil is changed.
Avoid contact with hot oil or components. Do not allow used oil to drain into the ground.
Dispose of properly.
TYPICAL CUMMINS QSK19 ENGINE TYPICAL CUMMINS QSX15 ENGINE
Figure 6.8---3
OIL
OIL FILTER FILTER
Place a container with a capacity of at least 3 quarts (2.84 liter) under the engine oil filters (see
figure 6.8--3).
1. Clean the area around the lubricating oil filter head. Remove the filter(s) with an oil filter strap
wrench assembly (see figure 6.8--4). Note: The O--ring can stick on the filter head. Make sure
it is removed.
Note: If the lubricating oil filter head adapter comes off during the removal of the oil filter, reinstall
the oil filter head adapter (see figure 6.8--4). Use a small amount of loctite on the threads of
the oil filter head adapter and tighten to 150 ft/lb (203 NSm).
QSX15 ENGINE QSK19 ENGINE
OIL
FILTER
STRAP
WRENCH
OIL FILTER
HEAD
Figure 6.8---4 ADAPTER

DM45SP/DMLSP

Replace Engine Oil Filters (continued)
2. Discard the filter(s) if they are not needed for a failure analysis. Dispose of the used filters in
compliance with local regulations.
3. Cut all the way around the top of the oil filter(s) using a pipe cutter or hack saw. Inspect the
pleated paper element for metal debris. Metal debris in filter can reveal an impending engine
failure. If debris is found, find the reason for the debris and perform the needed repairs.
Due to normal wear and friction, it is not uncommon to find small amounts of debris in the oil
filter. Consult your Cummins dealer in order to arrange for a further analysis if an excessive
amount of debris is found in the oil filter.
4. Clean around the sealing surface of the filter mounting base (see figure 6.8--4). Again, ensure
that all of the old gasket is removed before installing the new filter.
Fill the oil filter(s) with clean lubricating oil before installation on the engine. Lack of engine
lubrication while the filter(s) are pumped full of oil is harmful to the engine.
5. Apply a film of clean engine oil to the seal of the new oil filter gasket before installing (see figure
6.8--5).
6. Install the filter(s) as specified by the filter manufacturer.
Figure 6.8---5
FILL OIL FILTER LUBRICATE SEAL DO NOT OVERTIGHTEN
Mechanical overtightening can distort the threads or damage the filter element seal.
7. Tighten the oil filter an additional 3/4 of a turn after the gasket contacts the filter head surface, or
as specified by the filter manufacturer (see figure 6.8--5). Most filters have their instructions
printed on the side of the filter. Tighten the oil filter by hand according to the instructions that
are shown on the oil filter. Do not overtighten the oil filter.
8. After oil has completely drained and the filter(s) have been replaced, clean the drain plug (see
figure 6.8--2) and install securely.
9. Dispose of used oil properly and in accordance with local regulations.

DM45SP/DMLSP

Fill the Engine Crankcase
The refill capacities for the Cummins engine crankcase reflect the approximate capacity of the
crankcase or sump plus standard oil filters. Auxiliary oil filter systems will require additional oil.
FILL
DIPSTICK CAP
FILL
CAP
QSK19
ENGINE
Figure 6.8---6 QSX15 ENGINE DIPSTICK
Cummins Engine Series Oil Specification Approximate Refill Capacities

Quarts Liters
QSX15 Series API CG---4 15W40 48 45
(All drills leave the factory filled
QSK19 Series with Amalie 15W40 ) 72 68
Refer to 6.3 Refill Capacities/Lubricants/Fuel Specifications for more detailed engine oil
information.
1. Remove the oil filler cap and fill the crankcase with the proper amount of oil.
2. Operate engine at idle speed to inspect for leaks at the oil filter(s) and the drain plug.
Figure 6.8---7
3. Shut off the engine. Wait approximately 15 minutes to let the oil drain from the upper parts of
the engine.
4. Check the oil level again. Add oil as necessary to bring the oil level to the “H” (High) mark on the
dipstick (see figure 6.8--7).

DM45SP/DMLSP

Replace Fuel Filter(s)
Every 250 hours or 6 months (whichever occurs first), replace the fuel filter(s).
FUEL FILTER --- WATER

SEPARATORS
(SPIN--- ON TYPE)
FUEL FILTER --- WATER

SEPARATOR
(CANISTER TYPE)
Figure 6.8---8
1. Clean the area around the fuel filter head.

2. QSK19 Engine -- Close the fuel line shutoff valve before changing fuel filter(s) or the overhead
tank can drain, causing a fuel leak.
3. Place a container under the fuel filter(s) to collect any escaping fuel when removing them.
4. Unscrew the used fuel filter(s) using 75--80mm and 90--95mm filter wrenches. Discard used
filter(s) in accordance with local guidelines.
THREAD
ADAPTER
SEALING NUT
SPIN--- ON CANISTER
TYPE TYPE
Figure 6.8---9
5. QSK19 Engine -- Remove the thread adapter sealing nut.

6. Use a clean, lint--free towel to clean the surface of the filter head gasket.
7. If necessary, replace the O--ring in the filter head.

DM45SP/DMLSP

Replace Fuel Filter(s) (continued)
Note: Use the correct filter(s) for your engine. Cummins requires that a fuel--water separator or a
fuel filter and water separator be installed in the fuel supply system.
SPIN--- ON
TYPE CANISTER
TYPE
Figure 6.8---10
8. QSK19 Engine -- Install a new thread adapter sealing ring supplied with the new filter.
9. Apply a light coating of clean engine oil to the surface of the filter gasket.
10. Fill new filter(s) with clean fuel.
11. Install new filter(s) as specified by the manufacturer. The tightening instructions are normally
printed on the outside of the filter.
12. Install the filter on the filter head. Turn the filter until the gasket touches the surface of the filter
head.
13. Tighten the filter an additional 1/2 to 3/4 of a turn after gasket touches the filter head surface.
Do not overtighten the filter.
14. QSK19 Engine -- Open the fuel line shutoff valve and check for leaks.
15. Check the engine and connections for leaks.
16. If fuel filters are changed according to these instructions, no manual bleeding of the fuel lines
should be required. If necessary, refer to the engine manufacturer’s manual for information on
bleeding the system.
Note: When restarting the engine after replacing the fuel filters, it is necessary to prime the fuel
system using the primer button switch on the operator’s console.

DM45SP/DMLSP

Engine Coolant Filter
Replace the engine coolant filter at every engine oil and filter change interval as part of the 250
Hour routine maintenance schedule.
QSX15 ENGINE
QSK19 ENGINE
COOLANT
COOLANT FILTER
FILTER
Figure 6.8---11
Note: Use correct engine coolant filter to maintain correct SCA (Supplemental Coolant Additive)
concentration in the system. Maintain the correct concentration by changing the service
filter at each oil drain interval. Refer to Coolers Maintenance Procedures for further SCA
information.
Remove Engine Coolant Filter

Remove the coolant system pressure cap.
Do not remove the pressure cap from a hot engine. Hot steam will cause serious personal
injury. Remove the coolant system pressure cap and close the shutoff valve(s), if so
equipped, before removing the coolant filter. Failure to do so can result in personal injury
from heated coolant spray.
Figure 6.8---12

DM45SP/DMLSP

Remove Engine Coolant Filter (continued)
A manual shutoff valve is provided to prevent coolant leakage while changing the coolant filter.
With the valve in the vertical position, the coolant flows to and from the coolant filter. In the
horizontal position, the coolant flow is cut off to and from the coolant filter (see Figure 6.8--13).
“ON”
POSITION
“OFF”
POSITION Figure 6.8---13
1. Turn the coolant shutoff valve to the “OFF” position (see Figure 6.8--13)
2. Clean the area around water cooler filter (see Figure 6.8--14).
Figure 6.8---14
3. Place a container under filter to collect any escaping coolant during removal.
4. Unscrew and discard the used filter in full compliance with local guidelines.
Install Engine Coolant Filter

1. Clean the sealing surface of filter head.
2. If necessary, replace O--ring on filter head.
GASKET SEAL
Figure 6.8---15
3. Apply a light film of engine oil to the gasket seal before installing the new coolant filter.
Note: Do not allow oil to get in the filter. It will break down the SCA.

DM45SP/DMLSP

Install Engine Coolant Filter (continued)
4. Install the new filter as specified by the filter manufacturer. Turn the filter until the seal touches
the filter head. Turn an additional 1/2 to 3/4 of a turn after contact.
Figure 6.8---16
Mechanical over tightening can distort the threads or damage the filter head.
Figure 6.8---17
5. Open the shut--off valve.
Engine damage will result if the shut--off valve is left closed.

6. Install the coolant system pressure cap.
7. Operate the engine and check for coolant leaks.
8. After the air has been purged from coolant system, check the coolant level again.

DM45SP/DMLSP
Check Engine SCA Level

Cummins engine cooling systems should be tested at 250 Hour intervals for the concentration of
Supplemental Coolant Additives (SCA).
Never use water alone without Supplemental Coolant Additives (SCA) or without inhibited coolant.
Water alone is corrosive at engine operating temperature. Water alone does not provide adequate
protection against boiling or freezing.
Note: Engine is protected against corrosion of the cooling system by adding corrosion inhibitor to
the coolant. If the engine radiator has been topped off using only water, the additive content
will become diluted and the risk of corrosion will increase.
Refer to engine instruction manual for further information and procedures on this important
maintenance item.
The engine manual gives full details of the procedures for checking and servicing the engine
cooling system.

DM45SP/DMLSP
CAT ENGINE
The following drawing shows a typical CAT C--15/C--16 engine and a Cat 3412E engine. Due to
individual applications, your engine may appear different from the drawings.
TYPICAL CAT C-- 15 and C-- 16 ENGINE
SECONDARY FUEL PRIMING

FUEL FILTER PUMP
OIL
FILLER
CAP
OIL
LEVEL
GAUGE
PRIMARY
OIL FUEL FILTER
OIL DRAIN FILTER
OIL DRAIN FUEL DRAIN WATER SEPARATOR BOWL
TYPICAL CAT 3412E ENGINE
OIL LEVEL
GAUGE OIL FILLER
CAP
FUEL
PRIMING
PUMP
PRIMARY
FUEL FILTER PRIMARY FUEL FILTER
& WATER SECONDARY OIL & WATER SEPARATOR
SEPARATOR FUEL FILTER FILTERS
OIL DRAIN
Figure 6.8---18

DM45SP/DMLSP
CAT ENGINE (continued)
ENGINE LUBRICATING OIL AND FILTERS

Some state and federal agencies in the United States of America have determined that used
engine oil can be carcinogenic and can cause reproductive toxicity. Avoid inhalation of
vapors, ingestion and common prolonged contact with used engine oil. Do not allow used
oil to drain into the ground. Always use proper procedures to dispose of the oil.
components to contact the skin. Oil must be at normal operating temperatures when
draining. Do not allow used oil to drain into the ground. Dispose of properly.
Drain the Engine Oil

Do not drain the oil when the engine is cold. As the oil cools, suspended waste particles settle on
the bottom of the oil pan. The waste particles are not removed with the draining cold oil. Drain the
crankcase with the engine stopped. Drain the crankcase with the oil warm. This draining method
allows the waste particles that are suspended in the oil to be drained properly.
DRAIN PLUG
DRAIN POINT
Figure 6.8---19
CONTAINER
Failure to follow this recommended procedure will cause the waste particles to be recirculated
through the engine lubrication system with the new oil.
1. Position the drill on a stable, level surface and shut off engine. Wait at least 5 minutes after
shutting off engine to drain the oil. This allows time for the oil to drain into the oil pan.
2. Ensure oil is warm by viewing water temperature gauge. The temperature should not exceed
140_F. (60_C.) before draining oil.
3. Place container, with a capacity of at least 20 gallon (70 liter), under the drain point (see figure
6.8--9).
4. Remove the drain plug and allow the engine oil and suspended contaminants to drain from the
drain hose into a container (see figure 6.8--19).

DM45SP/DMLSP

Replace Engine Oil Filter(s)
Always change the engine oil filter(s) at the same time the engine oil is changed.
CAT C --- 15/C --- 16
CAT 3412E
OIL OIL
TYPICAL FILTER MOUNTING FILTERS FILTER
BASE AND FILTER GASKET Figure 6.8---20
Avoid contact with hot oil or components. Do not allow used oil to drain into the ground.
Place a container with a capacity of at least 3 quarts (2.84 liter) under the engine oil filter(s).
1. Clean the area around the lubricating oil filter head. Remove the filter(s) with an oil filter strap
wrench assembly (see figure 6.8--20).
2. Cut the filter open with an Oil Filter Cutter. Break apart the pleats and inspect the oil filter for
metal debris. An excessive amount of metal debris in the oil filter may indicate early wear or a
pending failure.
Due to normal wear and friction, it is not uncommon to find small amounts of debris in the oil
filter. Consult your Caterpillar dealer in order to arrange for a further analysis if an excessive
amount of debris is found in the oil filter.
3. Clean the sealing surface of the filter mounting base (see figure 6.8--20). Ensure that all of the
old gasket is removed before installing the new filter.
4. Apply a film of clean engine oil to the seal of the new oil filter gasket before installing.
Note: Do not fill the oil filters with oil before installing them. This oil would not be filtered
and could be contaminated. Contaminated oil can cause accelerated wear to the engine
components.
5. Install filter as specified by the filter manufacturer. Most filters have instructions printed on side
of filter. Tighten the oil filter until the oil filter gasket contacts the base. Tighten the oil filter by
hand according to the instructions that are shown on the oil filter. Do not overtighten the oil
filter.
6. After oil has completely drained and the filter(s) have been replaced, clean the drain plug and
install securely.
7. Dispose of used filters and used oil properly and in accordance with local regulations.

DM45SP/DMLSP

Fill the Cat Engine Crankcase
The refill capacities for the Cat engine crankcase reflect the approximate capacity of the crankcase
or sump plus standard oil filters. Auxiliary oil filter systems will require additional oil.
OIL FILLER CAP
(DIPSTICK)
OIL
FILLER
CAP
Figure 6.8---21 CAT 3412E

C --- 15/C --- 16
CAT Engine Series Oil Specification Approximate Refill Capacities

Quarts Liters
C---15/C---16 Series API CG---4 15W40 36 34.1
(All drills leave the factory filled
3412E Series with Amalie 15W40 ) 72 68
Refer to 6.3 Refill Capacities/Lubricants/Fuel Specifications for more detailed engine oil
information.
1. Remove the oil filler cap and fill the crankcase with the proper amount of oil.
If equipped with an auxiliary oil filter or remote oil filter system, follow the OEM or filter
manufacturer’s recommendations. Under filling or over filling the crankcase with oil can cause
engine damage.
To prevent crankshaft bearing damage, crank the engine with the fuel OFF. This will fill the oil
filter(s) before starting the engine. Do not crank the engine for more than 30 seconds.
2. Start the engine and run at “LOW IDLE” for two minutes. Perform this procedure in order to
ensure that the lubrication system has oil and that the oil filter(s) are filled. Inspect the oil filter
for oil leaks.
3. Stop engine and allow oil to drain back to the crankcase for a minimum of ten minutes.
4. Remove the oil level gauge in order to check the oil level. Maintain the oil level between the
“ADD” and “FULL” marks on the oil level gauge.

DM45SP/DMLSP

Cat Secondary Fuel Filter(s)
Under normal operating conditions, the secondary fuel filter(s) should be replaced every 250 hours
as part of routine maintenance.
Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help
prevent possible injury, turn the start switch off when changing fuel filters or water
separator elements. Clean up any spilled fuel immediately.
Do not allow dirt to enter the fuel system. Thoroughly clean the area around a fuel system
component that will be disconnected. Fit a suitable cover over any disconnected fuel system
components.
Use a suitable container to catch any fuel that might spill. Clean up any spilled fuel immediately.
C --- 15/C --- 16 CAT 3412E FUEL SUPPLY

FUEL PRIMING PUMP
ENGINE ENGINE CONNECTIONS
SECONDARY
FUEL FILTER
FUEL BLOCK
FUEL
FILTER
AIR PURGE
PLUG
SECONDARY
Figure 6.8---22 FUEL FILTER
1. It may be necessary to relieve any residual fuel pressure from the fuel system before removing
the fuel filter.
CAT C--15 / C--16 Engines
Loosen the fuel filter air purge plug in order to purge any residual pressure (Figure 6.8--22).
CAT 3412E Engines
Loosen one of the fuel supply connections in order to purge any residual pressure (Figure
6.8--22).

DM45SP/DMLSP
Cat Secondary Fuel Filters (continued)
Do not loosen fuel lines or fittings at the fuel manifold or ECM. The engine components may be
damaged.
2. Remove and discard the used fuel filter(s) in compliance with any local regulations.
3. Clean gasket sealing surface of the fuel filter base. Ensure that all of the old gasket is removed.
4. Apply clean diesel fuel to the new fuel filter gasket.
In order to maximize fuel system life and prevent premature wear out from abrasive particles in the
fuel, use the correct filters.
Do not fill the secondary fuel filter with fuel before installing. The fuel would not be filtered and could
be contaminated. Contaminated fuel will cause accelerated wear to fuel system parts.
5. Install the new filter as specified by the filter manufacturer. Most filters have instructions printed
on side of the filter. Spin the fuel filter onto the fuel filter base until the gasket contacts the base.
Use the rotation index marks on the filter(s) as a guide for proper tightening. Tighten the filter for
an additional 3/4 turn by hand. Do not overtighten the filter.
6. With C--15/C--16 engines, open the fuel tank supply valve and prime the fuel system. Refer to
the engine manufacturer’s manual for the information on priming the system.
When restarting the CAT3412E engine after replacing the fuel filters, it is necessary to prime
the fuel system using the primer button switch on the console.
7. If the fuel filters are changed according to these instructions, no manual bleeding of fuel lines
should be required. If necessary, refer to engine manufacturer’s manual for the information on
bleeding the system.
8. Check the fuel system for any leaks.

DM45SP/DMLSP

Replace CAT Coolant Filter
If your engine is equipped with an engine coolant filter, it must be replaced at every engine oil and
oil filter change interval as part of the 250 Hour routine maintenance. Refer to CAT Engine
Operator’s Instruction manual for details.
SHUTOFF
CAT COOLANT FILTER
Figure 6.8---23
1. Clean area around water cooler filter.

2. Place a container under filter to collect any escaping coolant during removal.
3. Close coolant additive element inlet and outlet valve.
4. Unscrew and discard the used filter in full compliance with local guidelines.
5. Clean the sealing surface of filter head.
6. If necessary, replace O--ring on the filter head.
7. Lubricate O--ring seal with clean oil.
8. Install new filter as specified in parts manual.
9. Check for leaks when engine is running at working temperature.
Engine SCA Level
Caterpillar engine cooling systems should be tested at 250 Hour intervals for the concentration of
Supplemental Coolant Additives (SCA).
Never use water alone without Supplemental Coolant Additives (SCA) or without inhibited coolant.
Water alone is corrosive at engine operating temperature. Water alone does not provide adequate
protection against boiling or freezing.
Note: Engine is protected against corrosion of the cooling system by adding corrosion inhibitor to
the coolant. If the engine radiator has been topped off using only water, the additive content
will become diluted and the risk of corrosion will increase.
Refer to engine instruction manual for further information and procedures on this important
maintenance item.

DM45SP/DMLSP

Engine Valve Lash
The initial valve lash adjustment on new engines is recommended at the first scheduled oil change
(250 Hour Routine Maintenance). The initial adjustment is necessary due to initial wear of the valve
train components and seating of the valve train components. Thereafter, inspect and adjust
engine valve lash every 3000 Service Hours.
This maintenance is recommended by Caterpillar as part of a lubrication and preventive
maintenance schedule in order to help provide maximum engine life.
Ensure that the engine can not be started while this maintenance is being performed. To
help prevent possible injury, do not use the starting motor to turn the flywheel.
Hot engine components can cause burns. Allow additional time for the engine to cool before
measuring/adjusting valve lash clearance.
Only qualified service personnel should perform this maintenance. Refer to your Caterpillar dealer
for the complete valve lash adjustment procedure.
Operation of Caterpillar engines with improper valve adjustments can reduce engine efficiency.
This reduced efficiency could result in excessive fuel usage and/or shortened engine component
life.
Refer to your Caterpillar Operation and Maintenance Manual for specific engine Maintenance
Interval Schedule requirements.

DM45SP/DMLSP
TRACK PLANETARY GEARBOX

The following maintenance must be carried out every 250 hours or monthly:
Figure 6.8---24
1. Check that the wheel nuts (C)are torqued to the correct value of 420 ft/lbs (571 Nm).
Note: If new wheel nuts have been recently installed, they may require frequent checks until
they seat properly.
Change Initial Track Planetary Oil

The gear oil should be changed after the first two hundred fifty (250) hours of operation, then at
every 2000 operating hours
This maintenance is recommended by Caterpillar as part of a lubrication and preventive
maintenance schedule in order to help provide maximum planetary gearbox life.
Figure 6.8---25
2. Be sure oil is warm before draining oil.

DM45SP/DMLSP
Change Initial Track Planetary Oil (continued)

3. Place a container with a capacity of at least 25 quart (24 liter) under the track drive drain point
“B” (see Figure 6.8--25.
4. Remove the drain plug (B) and the fill/level plug (A). Allow oil to drain from the drain port into the
container.
5. Clean drain plug and install.
6. DM45SP Drills -- Refill the planetary through the oil filler plug hole (A) with about 7.4 quarts (7
liters) of ISO VG220 oil until the planetary is full and the oil overflows. Allow the surplus oil to
drain out until the oil level is up to the bottom of the fill port (A).
DMLSP Drills -- Refill the planetary through the oil filler plug hole (A) with about 8.4 quarts
(8 liters) of ISO VG220 oil until the planetary is full and the oil overflows. Allow the surplus oil to
drain out until the oil level is up to the bottom of the fill port (A). Refer to 6.3 Refill Capacities /
Lubricants/Fuel Specifications for more detailed oil information.
7. Clean fill plug and install.
8. After start--up, check the planetary track drive for leaks at operating temperatures.

Wire Rope
once a week.
Figure 6.8---26
Wire ropes shall be examined and discarded in accordance with 3.5 of ISO 4309:1990. In table 3.5
of ISO 4309:1990, classification groups M1 and M2 shall be used. On drill rigs with normal hook
load of more than 1000KN, the winch rope shall be regularly paid out and shortened according to a
plan laid down by the manufacturer on basis of experience.
should be discarded according to certain criteria (See FEED CABLE & WIRE ROPE shown in 6.4
Maintenance As Required).
2. Replace when wire rope shows wear of one third (1/3) the original diameter of the outside
wire.

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
CAT ENGINE
Primary Fuel Filter/Water Separator

the element should be changed before the regularly scheduled interval of 500 hours.
The primary filter/water separator also provides filtration to help extend the life of the secondary
fuel filter. The element should be changed as part of the 500 hour routine maintenance schedule. If
a vacuum gauge is installed, the primary filter/water separator should be changed if the presure is
at 50 to 70 kPa (15 to 20 inches of Hg.)
Typical CAT Engine

SECONDARY
FUEL FILTER
ELEMENT
BOWL
DRAIN PRIMARY FUEL
VALVE FILTER & WATER
SEPARATOR Figure 6.9---1
The bowl should be monitored daily for signs of water. If water is present, drain the water from the
bowl.
2. Open the self--ventilated drain (see Figure 6.9--1). Catch the draining water in a suitable
container and dispose of the water properly.
3. Close the drain.
The Water Separator is under suction during normal engine operation. Ensure that the drain
valve is tightened securely to help prevent air from entering the fuel system.
Under normal operating conditions, the CAT engine primary filter/water separator element should
be replaced every 500 hours as part of routine maintenance.

DM45SP/DMLSP
Replace the Element
Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help
prevent possible injury, turn the start switch off when changing fuel filters or water
separator elements. Clean up any spilled fuel immediately.
1. Stop the engine.

2. Turn the start switch to the “OFF” position. Disconnect the battery.
3. Shut off the fuel tank supply valve to the engine.
4. If the primary fuel filter is equipped with a drain valve, open the drain valve in order to drain any
fuel from the filter case. Close the drain valve (see Figure 6.9--1)
Use a suitable container to catch any fuel that might spill. Clean up any spilled fuel immediately.
5. Remove the fuel filter bowl and wash the fuel filter bowl with clean diesel fuel.
6. Remove the fuel filter.
7. Clean the gasket sealing surface of fuel filter base. Ensure that all of the old gasket is removed.
8. Apply clean diesel fuel to the new fuel filter gasket.
In order to maximize fuel system life and prevent premature wear out from abrasive particles in
the fuel, use the correct fuel filters.
9. Install the new filter. Spin the fuel filter onto the fuel filter base until the gasket contacts the
base. Use the rotation index marks on the filters as a guide for proper tightening. Tighten the
filter for an additional 3/4 turn by hand. Do not overtighten the filter.
Do not fill the fuel filters with fuel before installing them. The fuel would not be filtered and could
be contaminated. Contaminated fuel will cause accelerated wear to fuel system parts.
10. Install the clean fuel filter bowl on the new fuel filter.
The Water Separator is under suction during normal engine operation. Ensure that the drain
valve is tightened securely to help prevent air from entering the fuel system.

DM45SP/DMLSP
Replace the Element (continued)
11. Open the fuel tank supply valve.

12. Start the engine and check for leaks. Run the engine for one minute. Stop engine and check for
leaks again.
Leaks are difficult to detect while the engine is running. The primary filter/water separator is under
suction. A leak will allow air to enter the fuel. The air in the fuel can cause low power due to aeration
of the fuel. If air enters the fuel, check the components for overtightening or undertightening.
Cat 3412E
PRIMARY FUEL
FILTER/WATER
SEPARATOR
CAT
3412 The following instructions are
ELEMENT
specific to a CAT 3412E engine
BOWL Figure 6.9---2

DRAIN
1. Close the main fuel supply.

2. Remove element from element mounting base while bowl is attached.
3. Dispose of the filter contents. Remove the bowl from element. The bowl is reusable. Do not
discard the bowl. Dispose of the used element in accordance with any local regulations.
4. Remove the O--ring from the gland of the bowl. Clean the bowl, O--ring and mounting base.
Inspect the O--ring for damage and for deterioration. Replace the O--ring, if necessary.
5. Lubricate the O--ring with clean diesel fuel.
6. Install bowl on a new element. Tighten the bowl by hand. Do not use tools to tighten the bowl.
The primary filter/water separator may be prefilled with fuel to avoid rough running/stalling of the
engine due to air. Do not fill the secendary filter with fuel before installation. The fuel would not be
filtered and could be contaminated. Contaminated fuel will cause accelerated wear to fuel system
parts.

DM45SP/DMLSP
Cat 3412 Primary Filter (continued)

7. Lubricate the top seal of element with clean diesel fuel. The element may be prefilled with fuel
at this time. Install the new element on the mounting base. Tighten by hand.
The water separator is under suction during normal engine operation. Ensure that the vent plug is
tightened securely to help prevent air from entering the fuel system.
8. Open the main fuel supply valve.
9. Start engine and check for leaks. Run the engine for one minute. Stop the engine and check for
leaks again.
Leaks are difficult to detect while the engine is running. The primary filter/water separator is under
suction. A leak will allow air to enter the fuel. The air in the fuel can cause low power due to aeration
of the fuel. If air enters the fuel, check the components for overtightening or undertightening.
BATTERIES
The following battery maintenance must be carried out as part of the 500 hour routine
Batteries contain an acid and can cause injury. Skin and eye contact with battery fluid can
cause injury. Avoid skin and eye contact with battery fluid. If contact occurs, flush area
Figure 6.9---3
Batteries, Clamps & Cables

The standard batteries supplied are heavy duty lead acid type, requiring the following
maintenance.
1. Keep the top of the batteries clean.
2. Clean the terminals.
3. Keep battery connections tight.
4. Apply a small amount of grease to the terminal connections to prevent corrosion.
5. Inspect the cables, clamps and hold down brackets. Replace if necessary.

DM45SP/DMLSP
BATTERIES (continued)
Electrolyte Level
1. Check the electrolyte level and keep the electrolyte level above the plates.
2. Refill with distilled water if necessary.
Over filling can cause poor performance or early failure.
FUEL TANK
Fuel Tank Breather
The fuel tank breather should be replaced as part of the 500 hour routine maintenance procedure.
1. Thoroughly clean the area around the fuel tank breather (see Figure 6.9--4).
2. Remove the breather.
3. Until the new breather is installed, cover the breather port to ensure that nothing can get into
the housing.
4. Install the new breather.
FUEL TANK BREATHER
FUEL PRIMING PUMP
Figure 6.9---4
Fuel Priming Pump

Clean the fuel priming pump during the 500 hour routine maintenance procedure.
1. Thoroughly clean the area around the fuel priming pump (See Figure 6.9--4).
2. Carefully remove the spring loaded cover and remove the strainer.
3. Clean the strainer.
4. Replace the strainer and secure the cover.

DM45SP/DMLSP
HYDRAULIC RESERVOIR
Hydraulic Tank Breather
The hydraulic tank breather should be replaced as part of the 500 hour routine maintenance
procedure.
BREATHER FILLER CAP

RELIEF
VALVE
Figure 6.9---5
1. Thoroughly clean the area around the hydraulic tank breather.

2. Remove the breather (see Figure 6.9--5).
3. Until the new breather is installed, cover the breather port to ensure that nothing can get into
the tank housing.
4. Install the new breather.
COMPRESSOR
Compressor Oil Strainer

A 40 mesh, (150µ micron) strainer is mounted just before the inlet to the oil pump (see figure
6.9--6). It protects the pump and catches any foreign debris, such as hose pieces and parts of the
thermostat that could damage the pump. The metal strainer should be removed, cleaned and
re--installed every 500 hours.

DM45SP/DMLSP
Compressor Oil Strainer (continued)
COMPRESSOR OIL STRAINER
Figure 6.9---6
1. Thoroughly clean the entire area around the compressor oil strainer.
2. Remove the cover and remove the strainer element.
3. Clean the strainer and the magnetic plug.
4. Re--install the strainer element.
5. Replace and secure the cover.
Change Compressor Oil Filters

The following compressor oil filter maintenance must be carried out as part of the 500 hour routine
FILTER LOCATION MAY VARY

DEPENDING ON WHICH AIR
END IS USED
HP
OIL HP
COMPRESSOR
COOLER COMPRESSOR
LP OIL FILTERS
OIL FILTERS
COMPRESSOR
OIL FILTERS Figure 6.9---7
1. Thoroughly clean and wipe all the external dirt and oil from the filter housing and the head area
to minimize contamination from entering the system.

DM45SP/DMLSP
Change Compressor Oil Filters (continued)

2. Place a container under the oil filters to collect any oil escaping during removal and prevent
any oil spill from contaminating the ground.
3. Unscrew the used filters using 90--95mm wrenches. Discard used filters in accordance with
local guidelines.
4. Clean the sealing surface of dual filler head.
5. If necessary, replace the O--ring seals of the dual filter head.
6. Fill the new filters with clean compressor oil and lubricate the O--ring seal with clean oil.
7. Install the new filters as specified in the parts manual. Most filters have instructions included.
8. After startup, check the oil filters for any leaks at operating temperatures.
PUMP DRIVE GEARBOX

The type of service and the operating conditions will determine the maintenance interval. However,
it is recommended that the pump drive gearbox oil be changed after the first five hundred (500)
hours of operation, then at every 1000 operating hours. Because the lubricant system is the
heart of the unit, it is especially important that the oil be kept clean.
NOTE: The oil in the pump drive gearbox should be changed whenever the oil shows traces of dirt
or the effects of high temperature, evidenced by discoloration or strong odor.
Change Oil
Hot oil or components can burn. Avoid contact with hot oil or components. Oil must be at
normal operating temperature when draining. Do not allow used oil to drain into the ground.
BREATHER AND
FILL PLUG
DIPSTICK
MAGNETIC Figure 6.9---8

DRAIN P LUG
1. Move the drill to a stable, level surface and shut off the engine.

DM45SP/DMLSP
Change Oil (continued)

2. Place a container with a capacity of at least 4--1/2 quarts (4.02 liters) under the drain point.
3. Clean around oil fill, dipstick and drain plug areas.
4. Remove the drain plug and the breather.
5. Drain oil while the pump drive is still warm. At this time, most of the sediment in the gearbox will
be in suspension and will drain with the old oil.
6. Examine the oil for any contamination or metal particles. Metal debris can reveal an impending
pump drive gearbox failure. If debris is found, find the reason for the debris and perform the
needed repairs. Allow the oil to drain from the drain into a container.
7. Clean magnetic drain plug before installing.
8. Fill the pump drive gearbox through the breather port with 4--1/2 quarts (4.02 liters) of 80W90
Gear Oil or until the pump drive gearbox oil level reaches the FULL level on the dipstick. Refer
to 6.3 Fill Capacities/Lubricants/Fuel Specifications the recommended oil specifications. Do
not overfill. This will result in over heating and possible malfunction of the gearbox.
9. Clean the breather and install securely.
10. After startup, check the pump drive for any leaks at operating temperatures.
WATER INJECTION PUMP

Change Oil
The oil is to be at operating temperature for draining. Be careful. Hot oil and components
can burn.
FILL PLUG
LEVEL PLUG
DRAIN PLUG
Figure 6.9---9
1. Position drill on stable, level surface.
2. Place a container at drain point to collect used oil.
3. Remove both fill plug and drain plug (Figure 6.9--9). Allow oil to drain completely.
4. After oil has drained, clean and replace drain plug.
5. Clean and remove the level plug.
6. Refill the oil through the fill port until oil appears at level plug port. Refer to 6.3 Fill Capacities /
Lubricants/Fuel Specifications for oil details.
7. Clean and install fill plug and level plug.
8. Operate drill and water injection and check for any leaks.

DM45SP/DMLSP
Oil Level
The gear oil level should be checked every five hundred (500) hours of operation.
OIL LEVEL PLUG
HOIST (OPTION)
Figure 6.9---10
1. Move the drill to a stable, level surface and lower the tower to the horizontal position.
3. To check the oil level, remove the oil level plug shown in Figure 6.9--10. The oil should be level
with the bottom of this opening.
4. If additional oil is needed, refill housing to the bottom of the filler/sight plug. Planetary winches
are factory filled with Texaco Meropa 150 gear oil or an equivalent industrial grade lubricant
meeting AGMA 4EP or API GL--2 with ISO viscosity grade 150, for temperatures between
--10_F (--25_C) to 80_F (26_C). For temperatures between 50_F (10_C) and 130_F(55_C),
use Texaco Meropa 220 or equivalent AGMA 5EP. The planetary capacity is 2 U.S. pints (.94
liters). Refer to 6.3 Fill Capacities/Lubricants/Fuel Specifications for further recommended oil
specifications.
5. Drain and refill the housing if the oil shows signs of moisture or other contamination.
6. Lubricate drum shaft bracket and clutch (if so equipped) with grease.
7. Oil the connections of operating linkages using SAE 30 oil.

DM45SP/DMLSP
Cable/Rope Lubrication
Lubrication of the wire rope should be included in the maintenance schedule. Cables should be
cleaned with a wire brush and solvent and lubricated approximately every 500 hours with one of
the following or equivalent:
1. Texaco Crater A
2. Brooks Klingfast 85 (Brooks Oil Co.)
3. Gulf Seneca 39
4. Whitmore’s Wire Rope Lubricant (Whitmore Manufacturing Co.)
The lubricant can be applied with either a spray or a brush and is recommended for protection
against corrosion only.
COMPRESSOR AIR HOSES AND CLAMPS

1. Periodic clamping bolts re--tightening is necessary due to “Cold--Flow” present in all rubber
hoses. Tighten to recommended torque value listed on “BOSS CLAMPS” chart in Section 7
“SYSTEMS & TROUBLESHOOTING”.
2. Examine for and change out worn hoses and weakened Boss clamps. If the hoses are to be
changed out, change the Boss clamps also. These Boss clamps hold the hose connections
under a large amount of pressure. Remember, Boss clamps (including the nuts and bolts)
are for single use only. Do not reuse! Once removed, discard.
3. Refer to the “Dixon Boss Clamp Selection and Installation” instructions shown in Section 7
“SYSTEMS & TROUBLESHOOTING” for the proper way to select and install Dixon Boss
Clamps.

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
RECEIVER SEPARATOR
Compressor Oil
Under normal operating conditions, the compressor oil must be changed every 1000 hours as part
of a routine maintenance program.
Oil must be at normal operating temperature when draining. Hot oil or components can
burn. Avoid contact with hot oil or components. Do not allow used oil to drain into the
OIL FILLER CAP

VERTICAL
RECEIVER
TANK
OIL FILLER CAP
OIL HORIZONTAL
LEVEL RECEIVER
GAUGE TANK
Figure 6.10---1
OIL
LEVEL
DRAIN GAUGE
DRAIN
VALVE
VALVE
1. Position drill on stable, level surface and shutdown engine.

2. The best time to drain the receiver separator tank oil is when the oil is warm. At that time the
sediment in the receiver separator is in suspension and will drain with the old oil. Temperature
should not exceed 140_F (60_C) before draining oil.
3. Place a container with a capacity of at least 38 gallon (144 liter) under the drain point.
4. Open the drain valve (figure 6.10--1) and allow compressor oil to drain into the empty container.
5. Dispose of the used oil in accordance with local guidelines.
6. Close the drain valve and refill the receiver separator tank through the oil filler. Fill to the full
mark on the level gauge. See 6.3 Fill Capacities / Lubricants / Fuel Specifications)for details
on the compressor oil. Clean and replace the fill plug..
Note: Low Pressure compressors(110psi) use DRILLCare LP-150 Oil.IR- PROTECH Oil.
High Pressure compressors (350 psi) use DRILLCare HP-350 Oil.XHP605 Oil.

DM45SP/DMLSP
HYDRAULIC OIL FILTERS

The system main return filters are located on the rear face of the hydraulic tank (see figure
6.10--2). The main return flow to the tank passes through these filters and into the hydraulic oil
tank’s internal supercharge manifold. The supercharge of 65 psi provides supply to the piston
pumps and minimizes cavitation problems.
The case drain filter is located on the drill tower support (see figure 6.10--2) and filters case drain
oil prior to return into the hydraulic tank.
RESTRICTION
INDICATOR
Main
Return
Filters
Figure 6.10---2
It is important to monitor the filter’s restriction indicator sight glass during the routine 10 hour walk
around inspection by the operator. If the indicator window shows RED, then the filter elements
require replacement. If the window shows GREEN, the filters are satisfactory.
When restriction indicates that element servicing is required, proceed in the following manner.
Under normal operating conditions, these filters are replaced at the regular 1000 Hour service
interval.
Main Return Filters
Do not attempt to service the filters before making sure all the hydraulic pressure has been
relieved from the system.

DM45SP/DMLSP
Main Return Filters (continued)

When restriction indicates that element servicing is required, or the regular 1000 Hour service
interval is reached, proceed in the following manner for these filters:
RESTRICTION
FILTER
INDICATOR
HEAD
ASSEMBLY SPRING
CENTER
BOLT
O --- RING
INDICATOR
FILTER
HOUSING
MAIN
RETURN ELEMENT
FILTERS
WASHER
Figure 6.10---3
1. Wipe all the external dirt and oil from filter housing and head area to minimize contamination
from entering the system.
2. Place a container under the oil filters to prevent any oil spill from contaminating the ground.
3. Loosen the bolt at the filter housing base and remove the housing, elements and the indicator
as an assembly.
4. Remove the indicator from the element by twisting slightly with a side loading force. Do not pull
the indicator straight out or pry loose. If the indicator comes out too easily, the snap in lugs are
probably worn and the indicator should be replaced.
5. Discard the old elements in accordance with local guidelines.
6. Inspect the indicator and O--ring seal.
7. Snap the indicator onto the new element, making sure the part number on the new element is
the same as that on the element removed.
8. Clean the housing center bolt and spring in an approved cleaning solvent and allow to dry.
9. Inspect the O--ring washer on the center bolt and replace if damaged.
10. Install the center bolt through the bottom of the housing and slide the spring (small end first)
down over the center bolt.
11. Place the element and indicator assembly into the housing and bolt the assembly, making
sure the center bolt passes through the indicator centering hole.
12. Inspect the O--ring in the filter head (see figure 6.10--3) and replace if damaged.

DM45SP/DMLSP
Main Return Filters (continued)
Over torquing the bolt will cause damage to the housing and/or O--ring washer seal.
13. Install the housing assembly onto the filter head making sure the indicator ears appear in the
window and tighten the center bolt to 10--20 ft/lbs (13.55--27.11 Nm) torque.
14. After tightening, start engine and check for leaks. Correct if necessary.
Case Drain Filter

When restriction indicates that element servicing is required, or the regular 1000 Hour service
interval is reached, proceed in the following manner for this filter:
Do not attempt to service the filters before making sure all the hydraulic pressure has been
relieved from the system.
ELEMENT
DRILL
TOWER
SUPPORT
CASE
DRAIN
FILTER
FILTER
HEAD
FILTER
HOUSING
RETAINING
RING
ELEMENT
CONNECTOR
Figure 6.10---4

DM45SP/DMLSP
Case Drain Filter (continued)

1. Wipe all the external dirt and oil from the filter housing and the head area (see figure 6.10--4) to
minimize contamination from entering the system.
2. Place a container under the oil filters to prevent any oil spill from contaminating the ground.
3. Carefully remove the 4 bolts that secure the retaining ring to the filter head.
4. Remove element(s) from the filter housing.
5. Save the element connector(s) located between the element(s) and discard the old elements
in accordance with any local guidelines.
6. Clean the filter housing and filter head with an approved cleaning solvent.
7. Lubricate grommets in the filter element(s) and install the compression spring and the spring
plate into the bottom of the element before inserting element into the housing. On filters that
use two elements or more, install the element connector between the elements.
8. Attach the housing to the filter head and tighten the 4 bolts evenly and in sequence. Care must
be taken not to damage the O--ring.
9. Pressurize the hydraulic system and check for leaks.
HYDRAULIC RESERVOIR
The quality of the hydraulic oil is important to the satisfactory performance of any hydraulic system.
The oil serves as the power transmission medium, system coolant and lubricant. Selection of the
proper oil is essential to ensure proper system performance and life. For the specifications and
requirements that the hydraulic oil used in this drill should meet, refer to the information below and
to 6.3--Fill Capacities/Lubricants/Fuel.
free system is extremely important to the machine’s proper function. Take extra care when
Change Hydraulic Oil

The hydraulic tank oil (and filters) should be changed after any major hydraulic system repair and
every 1,000 operating hours or six (6) months, whichever occurs first.
burn. Avoid contact with hot oil or components.

DM45SP/DMLSP
Change Hydraulic Oil (continued)

1. Position the drill on a stable, level surface and retract all hydraulic cylinders.
2. Ensure that a container with a capacity of at least 100 gallon (400 liter) is placed under the
drain point to collect used oil. Do not allow used oil to drain into the ground.
3. Remove the drain plug and attach a length of hose to facilitate the draining of oil into containers
(See Figure 6.10--5).
BREATHER FILLER CAP

RELIEF
VALVE
MAGNETIC
DRAIN
PLUG
BOTTOM VIEW
OF HYDRAULIC TANK
DRAIN
Figure 6.10---5 HOSE
DRAIN VALVE
4. Open the drain valve.

5. Allow the oil to drain and close the drain valve.
6. Remove the drain hose.
7. Clean and install the drain plug.
9. Clean the oil filler area and remove the filler cap (see figure 6.10--6). Refill the tank with clean,
filtered hydraulic oil, from unopened containers, to the full level. When adding oil, be sure to
filter it through a 10 micron filter. Do not add oil through the suction manifold plug. Refer to
6.3--Fill Capacities/Lubricants/Fuel for oil details.
Note: Any contamination entering the hydraulic tank during filling will seriously risk damage to
the pumps and motors. The system uses filtration only on the return oil and therefore oil
in the tank must be free of contamination.

DM45SP/DMLSP

10. Check the oil level in the reservoir by viewing the sight gauge (see figure 6.10--6). Make sure
that all of the fittings are tight and secure.

LEVEL OF
PLUG
COLD OIL
CYLINDERS
RETRACTED
OIL LEVEL
SIGHT
X
GAUGE
OIL
TEMPERATURE
GAUGE
Figure 6.10---6
11. The hydraulic oil level in the hydraulic tank depends on the extended or retracted positions of
the hydraulic cylinders. It is important to observe and note the following information when you
read the level gauge shown in figure 6.10--6:
be even with the mark on the hydraulic reservoir next to the sight gauge (Figure 6.10--6).
b. The top of the oil level MUST be visible when the engine is running AND also when engine
defined above.
Note: If no oil is showing on gauge, stop engine immediately and call for service assistance
to investigate the cause of oil loss.
12. During operation, monitor the hydraulic oil temperature gauge (See Figure 6.10--6).
13. Replace all hydraulic oil filters every time the hydraulic oil is changed. Refer to Main Return
Filters and Case Drain Filter.
14. Operate the drill and check for leaks.
ROTARY TABLE
Change the rotary table oil as part of the 1000 operating Hour Routine Maintenance Schedule.
1. Position the drill on a stable, level surface and raise the tower.

DM45SP/DMLSP

3. Ensure oil is warm before draining oil.
4. Place a container with a capacity of at least 15 gallon (56.78 liter) under the rotary table drain
point.
FILL PLUG
LEVEL GAUGE
DRAIN PORT Figure 6.10---7
5. Clean around the fill port area to prevent debris from entering during oil change.
6. Remove the fill plug and drain plug. Allow oil to drain into a container. Dispose of the used oil in
accordance with local guidelines.
Note: Take care to prevent any contamination from entering the fill ports.
7. Clean drain plug and install. Torque to 60 ft/lbs (81 Nm).
8. Refill the rotary table gearbox, through the fill port, with SAE 90W Gear Oil to the full mark on
the level gauge.The rotary table gearbox holds approximately 15 gallon (56.78 liter) of gear oil.
Refer to 6.3--Fill Capacities/Lubricants/Fuel for oil details.
9. Install the fill plug.
10. After startup, check the rotary table for any leaks while at operating temperatures.
PUMP DRIVE GEARBOX

It is recommended that the pump drive gearbox oil be changed as part of the 1000 hour routine
maintenance schedule. Because the lubricant system is the heart of the unit, it is especially
important that the oil be kept clean. NOTE: The oil in the pump drive gearbox should be changed
whenever the oil shows traces of dirt or the effects of high temperature, evidenced by discoloration
or strong odor.

DM45SP/DMLSP
Change Oil
1. Move the drill to a stable, level surface and shut off the engine.
2. Place a container with a capacity of at least 4--1/2 quarts (4.02 liters) under the drain point.
3. Clean around oil fill, dipstick and drain plug areas.
BREATHER AND
FILL PLUG
DIPSTICK
MAGNETIC
DRAIN P LUG Figure 6.10---8
4. Remove the drain plug and the breather.

5. Drain oil while the pump drive is still warm. At this time, most of the sediment in the gearbox will
be in suspension and will drain with the old oil.
6 Examine the oil for any contamination or metal particles. Metal debris can reveal an impending
pump drive gearbox failure. If debris is found, find the reason for the debris and perform the
needed repairs. Allow the oil to drain from the drain into a container.
7. Clean magnetic drain plug before installing.
8. Refill the pump drive gearbox through the breather port with 4--1/2 quarts (4.02 liters) of 80W90
Gear Oil or until the pump drive gearbox oil level reaches the FULL level on the dipstick. Refer
to section 6.3 Fill Capacities/Lubricants/Fuel Specifications for the recommended required oil
specifications. Do not overfill. This will result in over heating and possible malfunction of
the gearbox.
9. Clean the breather and install securely.
10. After startup, check the pump drive for any leaks at operating temperatures.

DM45SP/DMLSP
Oil Change
The gear oil should be changed every 1,000 operating hours or six (6) months, whichever
occurs first. The gear oil must be changed to remove wear particles that impede the reliable and
safe operation of the brake clutch and erode bearings, gears and seals. Failure to change gear oil
at these suggested minimum intervals may contribute to intermittant brake slippage which could
result in property damage, severe personal injury or death.
The gear oil should also be changed whenever the ambient temperature changes significantly and
an oil from a different temperature range would be more appropriate. Oil viscosity with regard to
ambient temperature is critical to reliable brake operation. Make certain that the gear oil viscosity
used in your winch is correct for your prevailing ambient temperature. Failure to use the proper type
and viscosity of planetary gear oil may contribute to brake slippage which could result in property
damage, severe personal injury or death.
Required lubricant: For temperatures between –30 to 80°F use Mobil SHC629 or Texico Pinnacle
150. For temperatures between –10 to 80°F use Texaco Meropa 150 or equivalent AGMA # 4EP.
For temperatures between 50 to 130°F use Texaco Meropa 220 or equivalent AGMA # 5EP.
Refer to 6.7 MAINTENANCE (100 HOURS instructions when changing oil in the hoist (option).

DM45SP/DMLSP

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
QSX15 ENGINE BELTS
Maintenance Check
Inspect the belts for damage daily. Traverse (across the belt width) cracks are acceptable.
Longitudinal (direction of belt length) cracks that intersect with traverse cracks are not acceptable.
Replace the belt if it has unacceptable cracks, is frayed, or has pieces of material missing (see
figure 6.11--1).
Figure 6.11---1
Belt damage can be caused by: Incorrect tension, Incorrect size or length, Pulley misalignment,
Incorrect installation, Severe operating environment, and oil or grease on the belts.
Automatic Belt Tensioner Inspection

Inspect for Reuse. With the engine turned off, verify that neither the top nor bottom tensioner arm
stop is touching the cast boss on the tensioner body (see figure 6.11--2). If either of the stops is
touching a boss, the alternator belt must be replaced. Check to make sure the correct belt part
number is being used if either condition exists.
Figure 6.11---2 Figure 6.11---3
Check the tensioner pulley and body for cracks (see figure 6.11--3). If any cracks are noticed, the
tensioner must be replaced.
Check the tensioner for dirt buildup. If this condition exists, the tensioner must be removed and
steam cleaned.

DM45SP/DMLSP
Automatic Belt Tensioner Inspection (continued)

Remove the alternator belt. If the tensioner pulley touches the accessory drive pulley after the
tensioner has been fully relaxed, the bottom tensioner arm stop boss has broken and the tensioner
must be replaced (see figure 6.11--4).
Figure 6.11---4
Check that the bottom tensioner arm stop is in contact with the bottom tensioner arm stop boss on
the tensioner body (see figure 6.11--5). If these two are not contacting, the tensioner must be
replaced. Install the alternator belt.
Figure 6.11---5
Inspect the tensioner for evidence of the pivoting tensioner arm contacting the stationary circular
base (see figure 6.11--6). If there is evidence of these two areas contacting, the pivot tube bushing
has failed and the tensioner must be replaced.
Figure 6.11---6

DM45SP/DMLSP
QSX15 FUEL FILTERS

the fuel/water separator element should be changed before the regularly scheduled interval of
1500 hours for QSX15 engines. (Note that the regularly scheduled maintenance replacement
interval for fuel filter/water separator filters used on QSK19 engines is 250 hours or 6 months.)
Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment and switches
out of the work area and areas sharing ventilation to avoid severe personal injury or death
when working on the fuel system.
Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. Always
wipe up any spilled fuel immediately. To help prevent possible injury, turn the start switch
off when changing fuel filters or water separator elements.
Remove Fuel Filter

Every 1500 hours or 1 year, whichever comes first, the fuel filter must be replaced.
Figure 6.11---7 Figure 6.11---8
1. Clean the area around the fuel filter head and filter (see figure 6.11--7).
2. Disconnect the wiring harness from the water--in--fuel sensor.
3. Place a container under the fuel filter to collect any escaping fuel.
4. Remove the fuel filter with a filter wrench. Dispose of the used filter in accordance with local
guidelines.
Install Fuel Filter

1. Use a clean, lint--free towel to clean the surface of the filter head gasket (see figure 6.11--8).

DM45SP/DMLSP
Install Fuel Filter (continued)

2. Apply a light coating of clean engine oil to the surface of the filter gasket (see figure 6.11--9).
Note: Use the correct filter for your engine. Cummins requires that a fuel--water separator or a
fuel filter and water separator be installed in the fuel supply system. It must meet Cummins
Engineering Standards 14,223 and 14,225, and remove a minimum of 95 percent of free and
emulsified water. It must also have a minimum of 98.7 percent at 10--micron particle removal
efficiency.
Figure 6.11---10
Figure 6.11---9
3. Fill new filter with clean fuel prior to installation (see figure 6.11--9).
4. Install the new filter as specified by the manufacturer. Filter tightening instructions are normally
printed on the outside of the filter.
Mechanical overtightening of the filter can distort the threads or damage the filter element
seal.
5. Install the filter onto the filter head. Turn the filter until gasket contacts the filter head surface
as shown in figure 6.11--10.
6. Tighten the filter an additional 1/2 to 3/4 of a turn after gasket contacts the filter head surface, or
as specified by the filter manufacturer. Do not overtighten the filter.
Note: Rotate the water--in--fuel sensor on the filter to desired location, and connect the wiring
harness.
INTEGTATED
FUEL SYSTEM
MODULATOR
FUEL FILTER Figure 6.11---11

DM45SP/DMLSP
Install Fuel Filter (continued)

7. Place a container under the integrated fuel system module to collect any escaping fuel.
8. Remove external hex plug located on the top of the integrated fuel system module as shown in
figure 6.11--11. Crank the engine until a solid stream of fuel comes out of the port.
9. Reinstall the hex plug.
10. Crank the engine for 20 seconds. If engine does not start within 20 seconds, wait 2 minutes. It
will probably be necessary to remove the filter, fill the filter with clean fuel, and install the filter.
11. Repeat these steps until the engine starts.
Note: The engine will, perhaps, run rough for several minutes until the air is out of the system.
QSX15 COOLANT FILTER

General Information
Change the QSX15 engine coolant filter every 1500 hours or 1 year, whichever comes first. Since
coolant filter change (service) intervals are being extended, a fully formulated, heavy duty
antifreeze that meets TMC 329 or 330 must be used. Refer to 6.3 Refill/Capacities/Lubricants/
Fuel recommendations and specifications.
(1) ON
POSITION
(2) OFF
Figure 6.11---12 POSITION
1. An on/off valve is provided to prevent coolant leakage while changing the coolant filter.
2. With the valve in the ON position (1), the coolant flows to and from the coolant filter. In the OFF
position (2), the coolant flow is cut off to and from the coolant filter as shown in figure 6.11--12.
Remove Coolant Filter
Before removing the coolant filter, the on/off valve must be in the OFF position (refer to figure
6.11--12).
Do not remove the pressure cap from a hot engine. Wait until the coolant temperature is
below 120_F (50_C) before removing the pressure cap. Heated coolant spray or steam can
cause personal injury.

DM45SP/DMLSP
Remove Coolant Filter (continued

1. Remove the pressure cap from the radiator.
2. Clean the area around the coolant filter.
3. Place a container under the filter to collect any escaping coolant during removal.
Figure 6.11---13
4. Unscrew and discard the used filter in compliance with local guidelines.
5. Clean the gasket surface on the filter head as shown in figure 6.11--13.
Install Coolant Filter

1. Apply a thin film of clean engine oil, or its equivalent, to the coolant filter gasket sealing surface
before installing the coolant filter as shown in figure 6.11--14.
Figure 6.11---14
2. Install the filter onto the filter head. Turn the filter until gasket contacts the filter head surface.

DM45SP/DMLSP
Install Coolant Filter (continued

3. Tighten the filter an additional 1/2 to 3/4 of a turn after the initial gasket contact, or as specified
by the manufacturer. Do not overtighten the filter.
Mechanical overtightening of the filter can distort the threads or damage the filter element
seal.
Note: After installing the coolant filter, the on/off valve must be in the ON position as shown in
figure 6.11--12).
4. Install the radiator pressure cap.
Figure 6.11---15
5. Operate the engine until the coolant temperature is above 180_F (82_C), and check for coolant
leaks (refer to figure 6.11--15).
6. After the air has been purged from the system, check the coolant level again.
Do not remove the pressure cap from a hot engine. Wait until the coolant temperature is
below 120_F (50_C) before removing the pressure cap. Heated coolant spray or steam can
cause personal injury.

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
AIR CLEANERS
Primary and Safety Elements
The primary and safety element must be replaced as part of the 2000 hour routine maintenance
schedule.
CLAMP
SAFETY ELEMENT
SAFETY ELEMENT RESTRICTION
INDICATOR AND COTTERPIN
UPPER BODY
ASSEMBLY PRIMARY ELEMENT
WING NUT & WASHER
DUST
COVER
Figure 6.12---1
1. Unclip the three clamps holding the dust cover.

2. Remove dust cover.
3. Remove wing nut and washer. Carefully withdraw the primary air cleaner element.
4. To replace the safety element, remove the cotterpin and restriction indicator. Carefully remove
the safety element. Dispose of the used element properly.
5. Clean the inside of the cover and the housing with a clean, damp cloth.
6. Install new safety element and secure it with the restriction indicator and cotterpin.
7. Examine the new primary element for torn or damaged pleats, or bent end covers, liners and
gaskets.
8. Ensure primary element wing nut and washer are not cracked or damaged. Replace them if
necessary.
9. Carefully install the new primary element and secure it with the wing nut and washer.
10. Install the dust cover.
11. Inspect all air intake piping and joints between the air cleaners and engine air and compressor
air inlets to ensure that no dusty air can enter.
12. Ensure all clamps are tight.

DM45SP/DMLSP
COMPRESSOR DISCHARGE HOSE
The yellow and black stripe air hose between the compressor and the receiver tank should be
changed every two (2) compressor oil changes or once every 2000 hours, whichever comes first.
YELLOW AND
BLACK STRIPED
COMPRESSOR
DISCHARGE HOSE
Figure 6.12---2
This hose is subject to the highest temperatures in the compressor system and is in contact with
synthetic oil at all times. If the hose is not replaced periodically, the inner lining will begin to break
down. Lining material can clog the cooler and damage the compressor lubrication pump.
ENGINE BELTS AND TENSIONER

Refer to Engine Belts information in 6.5 -- Maintenance (8--10 Hours or Daily). Also refer to actual
manufacturer’s manual for maintenance instructions.
ENGINE VALVES
Refer to actual manufacturer’s manual for maintenance instructions concerning valve clearance,
adjusters and injectors. This operation requires a trained service engineer.

DM45SP/DMLSP
TRACKS
draining. Avoid contact with hot oil or components.
Change Initial Track Planetary Oil

The gear oil should be changed after the first two hundred fifty (250) hours of operation, then at
every 2000 operating hours. This maintenance is recommended by Caterpillar as part of a
lubrication and preventive maintenance schedule in order to help provide maximum planetary
gearbox life.
Figure 6.12---3
2. Be sure oil is warm before draining oil.
3. Place container with a capacity of at least 25 quart (24 liter) under the track drive drain point
(B) as shown in Figure 6.12--3.
4. Remove the drain plug (B) and the fill/level plug (A). Allow oil to drain from the drain port into
the container. Do not allow used oil to drain into the ground. Dispose of used oil properly.
5. Clean drain plug and install.
6. DM45SP Drills -- Refill the planetary through the oil filler plug hole (A) with about 7.4 quarts (7
liters) of ISO VG220 oil until the planetary is full and the oil overflows. Allow the surplus oil to
DMLSP Drills -- Refill the planetary through the oil filler plug hole (A) with about 8.4 quarts
(8 liters) of ISO VG220 oil until the planetary is full and the oil overflows. Allow the surplus oil to
See 6.3 Fill Capacities/Lubricants/Fuel Specifications for recommended oil specifications.
7. Clean fill plug and install.
8. After start--up, check the planetary track drive for leaks at operating temperatures.

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
ENGINE COOLANT
The coolant system of any engine should be drained and flushed out after 4000 hours, or 2 years
of service, whichever comes first. Unless the coolant has a corrosion preventive in it, rust and
scale will eventually clog up the system. Any effective, commercial flushing agent should be used
at least once or twice a year to ensure against buildup.
Clean the cooling system and flush the cooling system before the recommended maintenance
interval if the following conditions exist:
1. The engine overheats frequently
2. Foaming is observed
3. The oil has entered the cooling system and the coolant is contaminated
4. The fuel has entered the cooling system and the coolant is contaminated.
Use of commercially available cooling system cleaners may cause damage to cooling system
components. Therefore:
Caterpillar Engines -- Use only cooling system cleaners that are approved for Caterpillar
engines. Contact your nearest CAT dealer or refer to your CAT Operation and Maintenance
Manual for specifics.
Cummins Engines -- Use only cooling system cleaners that are approved for Cummins
engines. Contact your nearest Cummins dealer or refer to your Cummins Operation and
Maintenance Manual for specifics.
Note:
Inspect the water pump and the water temperature regulator after the cooling system has been
drained. This is a good opportunity to replace the water pump, the water temperature regulator
and the hoses, if necessary.
Pressurized System: Hot coolant can cause serious burns. To open the cooling system
filler cap, stop the engine and wait until the cooling system components are cool. Loosen
the cooling system pressure cap slowly in order to relieve the pressure.
can burn. Inhibitor contains alkali. Avoid contact with skin and eyes. Avoid all contact with
steam or escaping fluid.

DM45SP/DMLSP
Drain Cooling System

1. Stop the engine and allow the engine to cool.
2. Place a container under the drain points to collect used coolant.
3. Loosen cooling system filler cap slowly in order to relieve any pressure. Remove the cooling
system filler cap when draining the system to ensure proper draining.
RADIATOR FILLER CAP
HIGH LEVEL
SIGHT GLASS
LOW LEVEL
SIGHT GLASS
DRAIN
PLUG
Figure 6.13---1
4. Remove the drain plug located at the base of the radiator. At the same time, drain the engine
block. Allow the coolant to drain. (Refer to the engine manufacturers manual for recommended
procedure.)
Engine coolant must be disposed of in a responsible manner. Please consult the local
environmental agency for recommended disposal guidelines.
Flush Cooling System

1. Flush the cooling system with clean water in order to remove any debris.
2. Close the drain valve (if equipped). Clean and install the drain plugs.
3. Fill the cooling system with a mixture of clean water and cooling system cleaner. Fill the cooling
system no faster than 19 L (5 US gal) per minute to avoid air locks.
Cummins Engines -- Use a mixture of 1 US gallon (3.8 liters) of Fleetguard RESTORE,
RESTORE PLUS (or equivalent) for each 10 to 15 gallons (38--57 liters) of cooling system
capacity and fill the system with water.
Caterpillar Engines -- Use a mixture of clean water and Cat Fast Acting Cooling System
Cleaner. Add 1 pint (0.5 L) of cleaner per 4 US gallon (15 L) of the cooling system capacity.

DM45SP/DMLSP
Flush Cooling System (continued)

4. Turn the heater temperature switch to high to allow maximum coolant flow through the heater
core. The blower does not have to be on.
5. Operate the engine at low idle and normal operating temperatures of at least 185_F (85_C) for
1 to 1--1/2 hours.
6. Shut the engine off and drain the cooling system.
7. Fill the cooling system with clean water to flush the cooling system.
8. Operate the engine at high idle for 5 minutes with coolant temperature above 185_F (85_C).
9. Shut off the engine and drain the cooling system.
Note: If the water being drained is still dirty, the system must be flushed again until the water is
clean.
10. Stop the engine and allow the engine to cool. Loosen the cooling system filler cap slowly in
order to relieve any pressure. Remove the cooling system filler cap. Remove the drain plugs
located at the base of the radiator and the engine block. Allow the coolant to drain. Flush the
cooling system with clean water. Close the drain valve (if equipped). Clean and install the drain
plugs.
Fill the Cooling System

1. Refill the radiator with a 50--50 mixture of the engine manufacturer’s recommended antifreeze
and quality water. Install the correct coolant filter. Do not use any lubricant or corrosion
inhibitor. Fill cooling system no faster than 19 L (5 US gallon) per minute to avoid air locks.
50/50
MIXTURE
FILTER
Figure 6.13---2
2. When refilling the cooling system, refer to engine manufacturer’s Operation and Maintenance
Instruction manual where full information is given on how to obtain and check the correct SCA
level in the engine and on cooling system specifications. Do not install the cooling system filler
cap.

DM45SP/DMLSP
Fill the Cooling System (continued)

3. Start and run the engine at low idle. Increase the engine rpm to 1800 rpm. Run the engine at
high idle for one minute in order to purge the air from the cavities of the engine block. Stop the
engine.
4. Check the engine coolant level on the radiator (See Figure 6.13--3). The coolant level should
be maintained so fluid can be seen in the high level sight glass and maintained above the low
level sight glass. If the coolant falls below the low level sight glass, the low level sensor will shut
off the engine. When the coolant is low, add more coolant through the filler cap.
RADIATOR FILLER CAP
HIGH LEVEL
SIGHT GLASS
LOW LEVEL GASKET

SHUTOFF
SENSOR
LOW LEVEL
SIGHT GLASS
Figure 6.13---3
5. Clean the cooling system filler cap. Check on the condition of the filler cap gaskets. Replace
the cooling system filler cap if the filler cap gaskets are damaged (see figure 6.13--3). Reinstall
the cooling system filler cap.
6. Start engine. Inspect cooling system for leaks and check for proper operating temperature.

DM45SP/DMLSP

DM45SP/DMLSP
on the drill.
GENERAL INFORMATION
brakes are applied.

DM45SP/DMLSP
HYDRAULIC RESERVOIR
free system is extremely important to the machine’s proper function. Take extra care when
Change Hydraulic Oil

Change the hydraulic tank oil (and filters) after any major hydraulic system repair and during the
normal 5000 hour routine maintenance.
burn. Avoid contact with hot oil or components.
BREATHER FILLER CAP

RELIEF
VALVE
MAGNETIC
DRAIN
PLUG
BOTTOM VIEW
OF HYDRAULIC TANK
DRAIN
Figure 6.14---1 HOSE
DRAIN VALVE
1. Position drill on stable, level surface and retract all hydraulic cylinders.
2. Ensure that a container with a capacity of at least 100 gallon (400 liter) is placed under the
drain point to collect used oil. Do not allow used oil to drain into the ground.
3. Removing the drain plug and attach a length of hose to facilitate draining the oil into containers
4. Open the drain valve.
5. Allow the oil to drain and close the drain valve.

DM45SP/DMLSP
HYDRAULIC RESERVOIR (continued)

6. Remove the drain hose.
7. Clean and install the drain plug.
9. Clean the oil filler area and remove the filler cap. Refill the tank with clean, filtered hydraulic
oil, from unopened containers, to the full level. Do not add oil through the suction manifold
plug. Refer to 6.3 Refill Capacities/Lubricants/Fuel Specifications for oil specifications.
Note: Any contamination entering the hydraulic tank during filling will seriously risk damage
to the pumps and motors. The system uses filtration only on the return oil and therefore
oil in the tank must be free of contamination.

LEVEL OF
PLUG
COLD OIL
CYLINDERS
RETRACTED
OIL LEVEL
SIGHT
X
GAUGE
OIL
TEMPERATURE
GAUGE
Figure 6.14---2
10. Check the reservoir oil level by viewing the sight gauge (See Figure 6.14--2).

DM45SP/DMLSP
HYDRAULIC RESERVOIR (continued)

11. The the hydraulic tank oil level depends on the extended or retracted positions of the hydraulic
cylinders. It is important to observe and note the following information when reading the level
gauge:
be even with the mark on the hydraulic reservoir next to the sight gauge (Figure 6.14--2).
b. The top of the oil level MUST be visible when engine is running AND also when the engine
defined above.
Note: If no oil is showing on the gauge, stop the engine immediately and call for service
assistance to investigate the cause of oil loss.
12. During operation, monitor the hydraulic oil temperature gauge (See Figure 6.14--2).
13. Replace all hydraulic oil filters every time the hydraulic oil is changed. Refer to Main Return
Filters and Case Drain Filter.

DM45SP/DMLSP
6.15 -- TORQUE SPECIFICATIONS
STANDARD TORQUE VALUES
Use only the proper tools (inch or metric) on hardware. Other tools may not fit properly. They
may slip and cause injury.
Head Markings
Fasteners should be replaced with the same or higher grade. If higher grade fasteners are used,
these should only be tightened to the strength of the original.
GRADE 5 CAP SCREW HEAD MARKING
Figure 6.15---1
GRADE 8 CAP SCREW HEAD MARKING
Do not use these values if a different torque value or tightening procedure is listed for a specific
application. Torque values listed are for general use only. All values are suggested maximum with
dry plated hardware.
Make sure fastener threads are clean and you properly start thread engagement. This will prevent
them from falling when tightening.
The following pages list the recommended tightening torques for the various size bolts used by
Drilling Solutions. Proper Torque specifications should be used at all times.
The head of grade five (5) is marked with three (3) short lines. The head of grade eight (8) is marked
with five (5) short lines.
In the following tables DRY means ”clean dry” threads and LUBE means a ”light film” of oil. Excess
oil in a threaded dead end hole can create a hydraulic lock giving a false torque reading.

DM45SP/DMLSP
Recommended Torques in Ft/Lbs.
This page lists the recommended tightening torques, in foot pounds (ft/lbs), for the various size
bolts and nuts that are used. Proper torque specifications should be used at all times. The head of
a grade five (5) bolt is marked with three (3) short lines. The head of a grade eight (8) bolt is marked
with five (5) short lines. DRY means “clean dry threads” and LUBE means a “light film” of oil. Excess
oil in a threaded dead end hole can create a hydraulic lock giving false torque readings.
SAE GRADE 5 SAE GRADE 8

SIZE TIGHTENING TORQUE TIGHTENING TORQUE
DRY LUBE DRY LUBE
5/16 --- 18 NC 16 --- 17 12 --- 13 23 --- 25 17 --- 18
5/16 --- 24 NF 18 --- 19 13 --- 14 23 --- 25 19 --- 20
3/8 --- 16 NC 28 --- 30 21 --- 23 42 --- 45 33 --- 35
3/8 --- 24 NF 33 --- 35 23 --- 25 47 --- 50 33 --- 35
7/16 --- 14 NC 47 --- 50 33 --- 35 65 --- 70 51 --- 55
7/16 --- 20 NF 51 --- 55 37 --- 40 74 --- 80 56 --- 60
1/2 --- 13 NC 70 --- 75 51 --- 55 102 --- 110 74 --- 80
1/2 --- 20 NF 84 --- 90 61 --- 65 112 --- 120 84 --- 90
9/16 --- 12 NC 102 --- 110 74 --- 80 140 --- 150 102 --- 110
9/16 --- 18 NF 112 --- 120 84 --- 90 158 --- 170 121 --- 130
5/8 --- 11 NC 140 --- 150 102 --- 110 205 --- 220 158 --- 170
5/8 --- 18NF 158 --- 170 121 --- 130 223 --- 240 167 --- 180
3/4 --- 10 NC 242 --- 260 186 --- 200 353 --- 380 260 --- 280
3/4 --- 16 NF 279 --- 300 205 --- 220 391 --- 420 298 --- 320
7/8 --- 9 NC 400 --- 430 298 --- 320 558 --- 600 428 --- 460
7/8 --- 14 NF 437 --- 470 326 --- 350 614 --- 660 465 --- 500
1 --- 8 NC 595 --- 640 446 --- 480 837 --- 900 632 --- 680
1 --- 12 NF 651 --- 700 493 --- 530 930 --- 1000 688 --- 740
1 1/8 --- 7 NC 744 --- 800 558 --- 600 1190 --- 1280 893 --- 960
1 1/8 --- 12 NF 818 --- 880 614 --- 660 1339 --- 1440 1004 --- 1080
1 1/4 --- 7 NC 1042 --- 1120 781 --- 840 1693 --- 1820 1655 --- 1360
1 1/4 --- 12 NF 1153 --- 1240 856 --- 920 1860 --- 2000 1395 --- 1500
1 3/8 --- 6 NC 1358 --- 1460 1023 --- 1100 2213 --- 2380 1655 --- 1780
1 3/8 --- 12 NF 1562 --- 1680 1172 --- 1260 2530 --- 2720 1897 --- 2040
1 1/2 --- 6 NC 1804 --- 1940 1358 --- 1460 2939 --- 3160 2195 --- 2360

DM45SP/DMLSP
Recommended Torques in N--m
This page lists the recommended tightening torques, in N--m, for the various size bolts and nuts
that are used. Proper torque specifications should be used at all times. The head of a grade five (5)
bolt is marked with three (3) short lines. The head of a grade eight (8) bolt is marked with five (5)
short lines. DRY means “clean dry threads” and LUBE means a “light film” of oil. Excess oil in a
threaded dead end hole can create a hydraulic lock giving false torque readings.
SAE GRADE 5 SAE GRADE 8

SIZE TIGHTENING TORQUE TIGHTENING TORQUE
DRY LUBE DRY LUBE
5/16 --- 18 NC 22 --- 27 16 --- 17 31 --- 33 23 --- 24
5/16 --- 24 NF 24 --- 26 17 --- 19 31 --- 33 26 --- 27
3/8 --- 16 NC 37 --- 40 28 ---31 56 --- 60 44 --- 47
3/8 --- 24 NF 44 --- 47 31 --- 33 63 --- 67 44 --- 47
7/16 --- 14 NC 63 --- 67 44 --- 47 87 --- 93 68 --- 73
7/16 --- 20 NF 68 ---73 49 ---53 97 --- 107 75 --- 80
1/2 --- 13 NC 93 --- 100 68 --- 73 136 --- 147 99 --- 107
1/2 --- 20 NF 112 --- 120 81 --- 87 149 --- 160 112 --- 120
9/16 --- 12 NC 136 --- 147 99 --- 107 187 --- 200 136 --- 147
9/16 --- 18 NF 149 --- 160 112 --- 120 211 --- 227 161 --- 173
5/8 --- 11 NC 187 --- 200 136 --- 147 273 --- 293 281 --- 227
5/8 --- 18NF 211 --- 227 161 --- 173 297 --- 320 223 --- 240
3/4 --- 10 NC 323 --- 347 248 --- 267 471 --- 507 347 --- 373
3/4 --- 16 NF 372 --- 400 273 --- 293 521 --- 560 397 --- 427
7/8 --- 9 NC 533 --- 573 397 --- 427 744 --- 800 571 --- 613
7/8 --- 14 NF 583 --- 627 435 --- 467 819 --- 880 620 --- 667
1 --- 8 NC 793 --- 853 595 --- 640 1116 --- 1200 843 --- 907
1 --- 12 NF 868 --- 933 657 --- 707 1240 --- 1333 917 --- 987
1 1/8 --- 7 NC 992 --- 1067 744 --- 800 1587 --- 1707 1191 --- 1280
1 1/8 --- 12 NF 1090 --- 1173 819 --- 880 1785 --- 1920 1339 --- 1440
1 1/4 --- 7 NC 1389 --- 1493 1041 --- 1120 2257 --- 2427 1687 --- 1813
1 1/4 --- 12 NF 1537 --- 1653 1141 --- 1227 2480 --- 2667 1860 --- 2000
1 3/8 --- 6 NC 1811 --- 1947 1364 --- 1467 2951 --- 3173 2207 --- 2373
1 3/8 --- 12 NF 2083 --- 2240 1563 --- 1680 3373 --- 3627 2529 --- 2720
1 1/2 --- 6 NC 2405 --- 2587 1811 --- 1947 3917 --- 4213 2927 --- 3147

DM45SP/DMLSP

DM45SP/DMLSP
SECTION 7---SYSTEMS/TROUBLESHOOTING
SECTION 7 -- SYSTEMS & TROUBLESHOOTING
SECTION 7.0
SYSTEMS &
TROUBLESHOOTING

DM45SP/DMLSP
SECTION 7 --- SYSTEMS & TROUBLESHOOTING

DM45SP/DMLSP
7.1 -- TROUBLESHOOTING (GENERAL)
on the drill.
GENERAL INFORMATION
7. If your drill is equipped with the remote control system option, always use it from a safe
location when propelling on unstable surfaces where there may be a risk of overturning or
when loading onto a transporter where there is a risk of overturning.
brakes are applied.
11. Always sound the horn before moving the drill in either direction to alert personnel and
allow sufficient time before putting the drill in motion.

DM45SP/DMLSP
7.1 --- TROUBLESHOOTING (GENERAL)
GENERAL
When carrying out trouble shooting procedures, it is important to strictly observe the safety
precautions and guidelines in Section 1 of this manual.
Improper operation and maintenance is the most frequent cause of drill failures and problems. In
the event of a failure, it is recommended that you read through this manual. Problems will be
related to defects occurring in the following areas:
Electrical Controls
These are problems related to the electrical systems which control the engine, hydraulically
operated controls, and the compressor controls. Refer to 7.2 Electrical System for further
information on the electrical systems used on this drill.
The bank of seven (7) circuit breakers (Figure 7.1--1) protects the drill’s electrical circuits. The
circuit breakers are mounted between the current producer, batteries or alternator and the
devices they are protecting. In the event of an overload of a circuit, it is necessary to press in the
tripped circuit breaker.
EMERGENCY TEMPERATURE
STOP DISCHARGE TACHOMETER FUEL
AMMETER KEY ENGINE
GAUGE PRIMER
SWITCH STARTER
BUTTON
FUEL ENGINE OIL ENGINE WATER DRILL ETHER TRAM CIRCUIT

ECM INDICATOR
LEVEL PRESSURE TEMPERATURE LIGHTS INJECTION LIGHTS BREAKERS LIGHTS
GAUGE GAUGE GAUGE
Figure 7.1---1
Note: If there is a recurrence, call for service assistance to correct the cause of the overload in
the circuit.
The following is the identification of the circuit breakers on the console:
1. 5 amp= Engine Shutdown
2. 15 amp = Windshield Wipers System
3. 20 amp = Power Distribution Control
4. 20 amp = Compressed Air System
5. 15 amp = Power Distribution Engine
6. 15 amp = Drill Lights
7. 20 amp = Tram Lights

DM45SP/DMLSP
7.1 --- TROUBLESHOOTING (GENERAL)
GENERAL (continued)
Mechanical Hydraulic Components
Trouble shooting and repairs of defects in the mechanical functioning of the hydraulic systems
requires specialist knowledge. All mechanical problems should be referred to your local
service support for assistance and are not considered part of operator maintenance covered in
this manual. If you are unable to determine the cause of the problem, contact your local Drilling
Solutions service office.
Mechanical Engine
Trouble shooting and repairs of defects in the mechanical functioning of the engine systems
requires specialist knowledge and test equipment. All engine problems should be referred to
your local service support for assistance and are not considered part of operator maintenance
covered in this manual.
If you are unable to determine the cause of the problem or are unable to find a solution when
following the trouble shooting chart, contact your local Drilling Solutions service office.
Operator Observed Problems

During operations, the operator may observe some problems which may be defined in 7.3
Operator Observed Problems Trouble Shooting Chart.
The trouble shooting chart is limited to machine control operational problems which will guide
the operator to rectify the cause of the failure.
Air Compressor
Trouble shooting and repairs of defects in the mechanical functioning of the compressor
systems requires specialist knowledge. All compressor related problems should be referred to
your local service support for assistance and are not considered part of operator maintenance
covered in this manual. If you are unable to determine the cause of the problem, contact your
local Drilling Solutions service office.

DM45SP/DMLSP
7.1 -- TROUBLESHOOTING (GENERAL)

DM45SP/DMLSP
7.2 -- ELECTRICAL SYSTEM
on the drill.
GENERAL INFORMATION
7. If your drill is equipped with the remote control system option, always use it from a safe
location when propelling on unstable surfaces where there may be a risk of overturning or
when loading onto a transporter where there is a risk of overturning.
brakes are applied.
11. Always sound the horn before moving the drill in either direction to alert personnel and
allow sufficient time before putting the drill in motion.

DM45SP/DMLSP
ELECTRICAL SYSTEM INFORMATION

The following information is provided to give an understanding of the electrical system and the
relation to the operator’s control console described in Section 4 Operating Controls and
Instruments. Note: There are wiring schematics shown at the end of this section which also relate
to the information provided here.
Cummins Engines
Drills equipped with Cummins Engines have an electrical system with computer controls for all
engine functions. The Engine Protection System will be explained in detail to give the operator an
understanding of the system and to emphasize the need to call for specialist assistance in the
event the engine system warning lights signal problems during operation.
CAT Engines
Drills equipped with Caterpillar engines have an electrical system with computer controls for all
engine functions. The Engine Monitoring System will be explained to give the operator an
understanding of the system and to emphasize the need to call for specialist assistance in the
event engine system warning lights signal problems during operation.
EMERGENCY TEMPERATURE
STOP DISCHARGE TACHOMETER FUEL
AMMETER KEY ENGINE
GAUGE PRIMER
SWITCH STARTER
BUTTON
FUEL ENGINE OIL ENGINE WATER DRILL ETHER TRAM CIRCUIT

ECM INDICATOR
LEVEL PRESSURE TEMPERATURE LIGHTS INJECTION LIGHTS BREAKERS LIGHTS
GAUGE GAUGE GAUGE
Figure 7.2---1

DM45SP/DMLSP
ELECTRICAL SYSTEM INFORMATION (continued)

The electrical system has two 12 volt batteries, connected in series, that provide 24 volt Direct
Current (DC) to the system. The batteries use a machine ground to complete the circuit. The
battery and starter ground cable are size 2/0. They are protected by two sections of fusible links,
one attached to the starter motor and the other attached to the alternator. Current flows through the
ammeter to the number 2, 6 & 7 wires. Number 7 wire is the hot or (+) wire for the engine controls.
Number 2 wire is the hot or (+) wire for the drill lighting system. Number 6 wire supplies current to
the engine ECM. Refer to the appropriate electrical schematics for wiring details.
When the engine is started, battery current is supplied to the starter motor through the starter
solenoid (S2) contacts when they are closed. To close the contacts, the Key Switch must be turned
to the “ON” position and the Starter Button depressed. [This activates the (S1) coil which, in turn,
closes contact (S1). Coil (S2) is then powered and, in turn, activates (S2) contact. This is what
actually makes contact with the motor starter. Note: Relay S2 is built into the starter itself.]
Note: Reference the wiring schematics at the end of this section which relate to the information
provided here.
Note that on a Cummins QSX15/600HP Tier 2 engine, there are two starter motors used. Each
starter motor two 12 volt batteries, connected in series, that provide 24 volt Direct Current (DC) to
the system. When the engine is started, battery current is supplied to the starter motor through the
starter solenoid (S2) contacts on one starter motor and the starter solenoid (S3) contacts on the
other starter motor when they are closed. To close the contacts, the Key Switch must be turned to
the “ON” position and the Starter Button depressed. [This activates the (S1) coil which, in turn,
closes contact (S1). Coil (S2) and coil (S3) are then powered and, in turn, activate (S2) and (S3)
contacts. This is what actually makes contact with the motor starter. Note: Relay S3 is built into the
second starter.]
Before the engine can start, the Emergency Stop button must be pulled out or disengaged. This
allows current to flow through relay R1B and the Emergency Stop Button to the Fuel Solenoid. This
solenoid allows the flow of fuel into the engine. If power is cut off to the Fuel Solenoid, engine fuel
flow will cease and the engine will stop. This is why it is called an “Energize To Run” system.
For the engine to start, the Bypass Button must also be depressed. Depressing the Bypass Button
allows the Oil Pressure Switches and the Engine Speed Switch to be taken out of the system until
the engine is started and has built up sufficient oil pressure. Once engine oil pressure has reached
10 psi at an idle speed of 1200 RPM, the Bypass Button can be released. The Starter Button
should be released as soon as the engine starts. With the throttle control at low idle, the engine will
continue to run at 1200 RPM.
Another device helpful in starting a QSK19 engine is the Fuel Primer Pump. It pumps fuel from the
fuel tank into the fuel filters or fills the fuel line with fuel after a fuel filter change. It is activated by
pushing the “PRIMER” button on the console. This supplies current to the primer motor that
operates the pump.
Do not operate the starter motor for more than 30 seconds at a time. Let the starter motor
cool for at least 2 minutes before attempting to start again. Overheating, caused by
excessive cranking, will seriously damage the starter motor.

DM45SP/DMLSP
ELECTRICAL SYSTEM INFORMATION (continued)

Ether Injection is recommended by all engine manufacturers during cold weather starts and in
ambient temperatures below 50_F (10_C). To activate Ether Injection, simply push the Button
marked “ETHER”. It must be pushed each time you wish to inject ether into the engine. You cannot
over inject ether into the engine with the injection system supplied with this drill. It should be used,
as needed, until the engine temperature has reached 70_F (21_C).
ELECTRICAL SYSTEM COMPONENTS

Batteries
The electric system uses two 8D type batteries rated at 12 volts each (see figure 7.2--2). These
are connected in series to provide 24 VDC. They should be checked every 50 operating hours
as part of routine maintenance. Refer to 6.6--Maintenance (50 Hours or Weekly).
Figure 7.2---2
Note that on CAT3412E/760HP and Cummins QSX15/600HP Tier 2 engines, four 8D type
batteries rated at 12 volts each are used in order to handle the two starter motors.
Fusible Links
The two (2) Fusible Links used on the drill are blue and are 9 inches (23cm) long. There is a ring
connector on one end of each link. Fasten one fusible link end ring connector to the starter and
fasten the other fusible link end ring connector to the alternator. The other end of each fusible
link is connected to the main hot wire #1 by a wire nut. The main hot wire (#1) is a red, 8 gauge
wire.
FUSIBLE LINK WIRE NUT WIRE NUT
RING TERMINAL CONNECTOR TO CONNECTOR TO
HOT WIRE #1 HOT WIRE #1 FUSIBLE LINK
ENGINE
STARTER
ENGINE
GROUND RING TERMINAL
POINT
24V
SOLENOID ALTERNATOR
RELAY
Figure 7.2---3
Fusible Links must be in place to operate the drill. If a short circuit destroys a fusible
link, it MUST be replaced before the drill goes back in service.

DM45SP/DMLSP
Starter Motor
The starter motor contains the built in starter relay (Relay S2). The second starter motor used
on a Cummins QSX15/600HP Tier 2 engine contains the built in starter relay (Relay S3).
Alternator
The alternator is a 24v, 100 amp model. It is used to charge the batteries and provide current to
the electrical system and the night lights.
Key Switch
The key switch (Figure 7.2--1) controls current to all functions but the night lights. When it is
turned on it supplies power through wire number 7 to the starter button, primer motor,
tachometer and the compressor shutdown switch. It also energizes the engine ECM
(Cummims engines). Refer to the electrical schematics for engine water temperature switch,
fuel gauge and throttle switch.
Circuit Breakers
The bank of seven (7) circuit breakers (Figure 7.2--1) protects the drill’s electrical circuits. The
circuit breakers are mounted between the current producer, batteries or alternator and the
devices they are protecting. In the event of an overload of a circuit, it is necessary to press in the
tripped circuit breaker.
Note: If there is a recurrence, call for service assistance to correct the cause of the overload in
the circuit.
The following is the identification of the circuit breakers on the console:
1. 5 amp= Engine Shutdown
2. 15 amp = Windshield Wipers System
3. 20 amp = Power Distribution Control
4. 20 amp = Compressed Air System
5. 15 amp = Power Distribution Engine
6. 15 amp = Drill Lights
7. 20 amp = Tram Lights
Push Buttons
The Push Button Switches, located on the control console (see figure 7.2--1), enable the
operator to:
1. Start the Engine
2. Inject ether (cold start option)
3. Pump fuel from the fuel tank to prime the engine fuel system (QSK).
4. Sound an audible warning horn (option)
These Push Button Switches are spring loaded to disconnect power when they are released.

DM45SP/DMLSP
Tachometer / Magnetic Pickup

The tachometer (Figure 7.2--1) is driven by the magnetic pickup which receives its signal from
the engine flywheel. The pickup is a solid state device that counts the teeth on the flywheel and
sends a signal to the tachometer.
The wires between the pickup and tachometer are specially shielded wires to prevent
interference from outside signals. The elapsed time meter records the number of hours the
engine has operated. It only works when the key is turned on.
Relays
A starter relay is connected between the starter button and the starter motor that energizes the
starter solenoid switch. The starter relay actually engages the starter motor. There are two
parts to any relay; a coil and at least one set of contacts (points). The coil physically changes
the condition of the contacts from normally open to closed or vice versa. There can be several
sets of contacts for one coil.
Relays are used in several circuits on the drills and the schematics do not always show how
they interact with each other.
A relay consists of a coil connected to one or more sets of contacts. When the coil is energized,
the solenoid pulls the other contacts downward. In some cases, this disconnects a circuit while
in others it makes a new circuit. For example, the shutdown relay R1 has a coil marked R1. This
coil is connected physically to R1A, a normally closed contact. R1B is a normally open contact,
connected physically, that becomes energized when R1 is energized. Even though the
schematic shows the elements in different places, they are actually made up of a single device.
Power (3)
(7) R1A
FV
Run
(5)
Mode
(11) R1B
NORMAL Fuel Valve
(16)
OPERATION
Figure 7.2---4 R1
(16)
(5) Ground
Coil
All shutdown devices are in the open mode during normal running conditions and are
connected to the R1 Relay coil.

DM45SP/DMLSP
Relays (continued)
Should an abnormal condition occur in any of these circuits, the appropriate monitoring device will
close and cause R1 relay coil to become energized.
Power (3)
(7) R1A
FV
No Power
(5)
(11) R1B
Fuel Valve
SHUTDOWN (16)
Shutdown
OCCURS System
R1
Figure 7.2---5 (16)
(5) Ground
Coil
When R1 coil is energized, it moves the R1A contacts from a normally closed position to an
open position. This interrupts the flow to the Fuel Solenoid and shuts down the engine. It also
cuts off current to the red light in the Emergency Stop Button.
If the engine was at high idle (1800 RPM) when the shutdown occurred, the high pressure oil
switch may shut the engine down.
Power (3)
(7) R1A
FV
No Power
(5)
(11) R1B
Fuel Valve
R1B HOLDS (16)
POWER OFF Shutdown
System
Figure 7.2---6 R1
(16)
(5) Ground
Coil
If the oil pressure remained higher than 10 psi, but lower than 27 psi, the engine would try to
restart at low idle. For this reason we added R1B. When current is interrupted to the Fuel
Solenoid, it must remain off until the engine stops. To insure this happens, R1B supplies
current to R1 coil continuously to keep it from cycling.

DM45SP/DMLSP
Emergency Engine Shutdown

The Emergency Engine Shut Down switch has a red light that comes on when the fuel system is
energized. If the light goes out, it normally means that the engine fuel system is not operating.
Pushing the Emergency Engine Shut Down switch shuts off power to the fuel valve which stops
fuel flow and shuts the engine down. Turning the key switch does the same thing. All engines
are “energized to run”, which means the fuel system must be energized in order to pump fuel.
CAT ENGINE ELECTRONICS

Caterpillar engines (Electronic and Tier ll) have a comprehensive, programmable Engine
Monitoring System. The Engine Control Module (ECM) has the ability to monitor the engine
operating conditions. If any of the engine parameters extend outside an allowable range, the ECM
will initiate an immediate action.
The following actions are available for engine monitoring control: WARNING, DERATE and
SHUTDOWN. These engine monitoring modes have the ability to limit engine speed and/or the
engine power.
Many of the parameters that are monitored by the ECM can be programmed for the engine
monitoring functions. The following parameters can be monitored as a part of the Engine
Monitoring System: Operating Altitude, Engine Coolant Level. Engine Coolant Temperature,
Engine Oil Pressure, Engine Speed, Fuel Temperature, Intake Manifold Air Temperature and
System Voltage.
The Engine Monitoring package can vary for different engine models and different engine
applications. However, the monitoring system and the engine monitoring control will be similar for
all engines.
Note: Many of the engine control systems and display modules that are available for Caterpillar
Engines will work in unison with the Engine Monitoring System. Together, the two controls will
provide the engine monitoring function for the specific engine application. Refer to Engine
Monitoring System for more information.
CAT MONITORING SYSTEM
If the Shutdown mode has been selected and the warning indicator activates, engine
shutdown may take as little as 20 seconds from the time the warning indicator is activated.
Depending on the application, special precautions should be taken to avoid personal injury.
The Engine Monitoring System is not a guarantee against catastrophic failures. Programmed
delays and derate schedules are designed to minimize false alarms and provide time for the
operator to stop the engine.

DM45SP/DMLSP
CAT SENSORS AND ELECTRICAL COMPONENTS
Coolant Temperature Sensor
LOCATION OF COOLANT
TEMPERATURE SENSOR
Figure 7.2---7
VIEW OF TYPICAL ENGINE WITH VIEW OF TYPICAL TIER ll ENGINE

ELECTRONIC CONTROLS (PRE TIER ll) WITH ELECTRONIC CONTROLS
The engine coolant temperature sensor monitors the temperature of the engine coolant. The
coolant temperature signal is sent to the Electronic Control Module (ECM) for engine monitoring
and for improved engine control. The signal is used by the ECM for all of the following engine
functions: engine timing control, engine operating mode and engine protection.
The ECM is capable of adjusting the engine timing relative to the engine operating temperature.
The concept of dynamic timing provides the engine with the ability to control exhaust emissions.
Timing control also aids in white smoke cleanup during cold engine operation.
The ECM also uses the signal from the engine coolant temperature sensor to determine the mode
of operation for the engine. Several aspects of engine operation are affected by the engine
operating mode: acceleration ramp rates, engine timing and fuel injector timing.
Coolant Temperature Protection
Excessive engine coolant temperature is an undesirable operating condition. Serious damage to
the engine can result if the coolant level is too low or too high and the engine is allowed to overheat.
If the engine coolant temperature increases to excessive levels, the engine monitoring system will
initiate actions that will protect the engine from damage.
LOCATION OF COOLANT
LEVEL SENSOR
Figure 7.2---8
VIEW OF TYPICAL ENGINE WITH VIEW OF TYPICAL TIER ll ENGINE


DM45SP/DMLSP
Coolant Level Sensor

The coolant level sensor is an optional sensor. This sensor monitors the engine coolant in the
cooling system expansion tank. The coolant level sensor signal is sent to the ECM for the purpose
of engine monitoring.
Engine Oil Pressure Sensor

The engine oil pressure sensor provides an oil pressure signal to the Electronic Control Module
(ECM) for the purpose of engine monitoring. The electronic signal is compared to an Oil Pressure
Map that is stored in ECM memory. The Oil Pressure Map is derived from a direct relationship
between engine speed and the oil pressure that is expected at that speed. The engine monitoring
system records a low engine oil pressure condition in ECM memory if the sensor value is not within
the proper range. The monitoring system then initiates protective measures.
LOCATION OF ENGINE OIL

PRESSURE SENSOR
Figure 7.2---9
VIEW OF TYPICAL ENGINE WITH

ELECTRONIC CONTROLS (PRE TIER ll) VIEW OF TYPICAL TIER ll ENGINE
WITH ELECTRONIC CONTROLS
Low engine oil pressure is an undesirable operating condition. When a low oil pressure
condition exists in the engine, there is a possibility of damage to major engine components. Low oil
pressure protection is a safety feature that will take the necessary measures in order to initiate an
engine shutdown in the event of a low oil pressure condition.

DM45SP/DMLSP

Fuel Temperature Sensor
The fuel temperature sensor monitors the inlet fuel temperature. The Electronic Control Module
(ECM) utilizes the signal from the fuel temperature sensor to provide fuel temperature
compensation for the engine fuel control system. Fuel temperature compensation provides the
following benefits:
1. Rated engine horsepower regardless of fuel temperature.
2. Highly accurate fuel rates and fuel consumption rates.
3. Optimum fuel economy
Changes in the temperature of the fuel affects the power output of the engine. The ECM adjusts the
engine fuel rate according to the temperature of the fuel. This feature allows full engine power to be
realized by the operator at any fuel temperature.
High Fuel Temperature is an undesirable operating condition.
LOCATION OF FUEL TEMPERATURE SENSOR

Figure 7.2---10 VIEW OF TYPICAL TIER ll ENGINE
ELECTRONIC CONTROLS (PRE TIER ll)
Fuel temperature will also affect the calculation of fuel consumption rate that is performed by the
ECM. The ECM utilizes the fuel temperature signal to provide an adjusted value for these
calculations.

DM45SP/DMLSP

Fuel Pressure Sensor
The fuel pressure sensor monitors filtered fuel pressure. Although fuel pressures that are outside
the normal operating range may adversely affect engine performance, there should not be any
noticeable reduction in the engine horsepower. Abnormal fuel pressure will not cause an engine
shutdown. A low filtered fuel pressure may indicate that the low pressure fuel system requires
maintenance.
LOCATION OF FUEL PRESSURE SENSOR

Figure 7.2---11 VIEW OF TYPICAL TIER ll ENGINE
The fuel pressure sensor measures the fuel pressure after the fuel has been filtered. The sensor
connector for the fuel pressure sending unit is located on the machine side of the machine
connector. For more information, refer to the actual manufacturer Troubleshooting Guide for this
engine.
For more information on fuel system maintenance, refer to the maintenance section in the actual
manufacturer Operation and Maintenance Manual.
Air Inlet Temperature Sensor
Excessive inlet air temperature is an undesirable operating condition.

The air inlet temperature sensor detects the temperature of the air that is passing through the inlet
manifold. A signal is sent to the Electronic Control Module (ECM) for interpretation.

DM45SP/DMLSP
LOCATION OF AIR INLET TEMPERATURE SENSOR
VIEW OF TYPICAL ENGINE WITH Figure 7.2---12 VIEW OF TYPICAL TIER ll ENGINE
The ECM uses the information from the inlet air temperature sensor in order to accurately control
the emissions levels of the engine. As the inlet air temperature changes, the fuel injection timing is
advanced. This is done in order to maintain the exhaust emission standards.
Atmospheric Pressure Sensor
The atmospheric pressure sensor measures the pressure in the crankcase. This sensor assumes
that crankcase pressure is a representation of atmospheric pressure. A signal is sent to the
Electronic Control Module (ECM).
LOCATION OF ATMOSPHERIC PRESSURE SENSOR
VIEW OF TYPICAL TIER ll ENGINE

VIEW OF TYPICAL ENGINE WITH Figure 7.2---13 WITH ELECTRONIC CONTROLS

DM45SP/DMLSP

Atmospheric Pressure Sensor (continued)
The ECM utilizes the value that is read by the atmospheric pressure sensor for the following
functions:
1. Reference source for pressure sensor calibrations
a) Calculating the operating altitude
b) Calculating boost pressure
c) Checking for air inlet restriction
When the ECM is powered, all of the pressure sensors that are used for engine monitoring receive
an automatic calibration. The ECM uses the value that is received from the atmospheric pressure
sensor to calculate the pressure offset value.
The ECM also utilizes atmospheric pressure to determine the active engine derate during high
elevation operation. The engine monitoring system compares the current atmospheric pressure
value to the programmed derate setpoint. The engine is derated by limiting the fuel delivery at a
rate of approximately 3 percent for each 1000 ft. (304 m) of elevation.
Actual boost pressure is calculated by the ECM. The difference between the turbocharger outlet
pressure and the atmospheric pressure is equal to the actual boost pressure. Boost pressure is
used for calculating fuel system adjustments.
Turbocharger Outlet Pressure Sensor
LOCATION OF TURBOCHARGER
OUTLET PRESSURE SENSOR
Figure 7.2---14

The turbocharger outlet pressure sensor measures the pressure of the turbocharged aftercooled
air from a port in the air inlet manifold. The sensor provides a signal to the Electronic Control
Module (ECM) that is used to calculate turbocharger boost pressure. The ECM derives boost
pressure by taking the difference between the turbocharger outlet pressure and the atmospheric
pressure.

DM45SP/DMLSP

Turbocharger Outlet Pressure Sensor (continued)
Engine boost and actual engine speed are used by the ECM to govern the fuel air ratio control and
the fuel rack limiting functions. During a change in speed or a change in load, the ECM adjusts the
fuel injector delivery and the engine timing in order to provide maximum engine response while
minimizing the transient smoke levels.
Engine Monitoring and Protection

Pre Tier ll Engines: The system operation that is described above outlines the importance of a
valid signal from the turbocharger outlet pressure sensor. If this signal becomes suspect, erratic
operation of the engine could result. The ECM will compensate by applying a default signal to all
control functions that utilize the signal. The ECM will use the default signal while the diagnostic
code remains in the ACTIVE state. The diagnostic condition will be displayed for the operator and
the engine will continue to operate.
Note: ACTIVE diagnostic codes indicate that a problem with the engine electronics system is
suspected. The engine should be serviced by a qualified technicion immediately.
Speed Timing Sensor

If primary speed--timing sensor cannot sense engine speed, the “DIAGNOSTIC” lamp will indicate
a diagnostic fault code. The diagnostic fault code will be logged into the memory of the Electronic
Control Module (ECM).
LOCATION OF SPEED
TIMING SENSORS
Figure 7.2---15
SECONDARY
SPEED--- TIMING
SENSOR
PRIMARY VIEW OF TYPICAL TIER ll ENGINE

SPEED--- TIMING WITH ELECTRONIC CONTROLS
SENSOR

DM45SP/DMLSP

If primary speed--timing sensor cannot sense engine speed, the automatic default will use
secondary speed--timing sensor. The secondary speed--timing sensor will be used until the
primary speed--timing sensor is replaced. The engine will shut down if both speed--timing sensors
fail.
Failure of the Speed--Timing Sensor

If any of the following conditions are present, a failure of the speed--timing sensor may have
occurred:
a). The speed--timing sensor output has opened.
b). The speed--timing sensor is shorted to ground.
c). The speed--timing sensor is shorted to supply.
d). The speed--timing sensor is missing pulses.
e). The speed--timing sensor has extra pulses.
Intermittent failure causes erratic ingine control. The electronic control system will detect a failure
of the primary speed--timing sensor. The operator will be warned through the “DIAGNOSTIC”
lamp.
Engine Speed Governing

The engine speed governor monitors the throttle position and actual engine speed (rpm) in order to
help control the following items: engine speed, response, torque output and smoke limiting. The
engine speed governor also helps to maintain constant engine speed.
The engine speed is controlled by the governing of the fuel injection duration of the electronic unit
injectors. Throttle input is used to calculate the desired engine speed.
ENGINE DIAGNOSTICS
Self--Diagnostics
Caterpillar Electronic Engines have the capability to perform a self--diagnostic test. When the
system detects an active problem, the “DIAGNOSTIC” lights are activated. Diagnostic codes will
be stored in permanent memory in the Electronic Control Module (ECM). The diagnostic codes can
be retrieved by using the the “DIAGNOSTIC” lights or Caterpillar electronic service tools.
Some installations have electronic displays that provide direct readouts of the engine diagnostic
codes. Refer to diagnostic code retrieval and the diagnostic code charts for more information on
retrieving engine diagnostic codes.

DM45SP/DMLSP
CAT ENGINE DIAGNOSTICS (continued)

Self--Diagnostics (continued)
Active codes represent problems that currently exist. These problems should be investigated first.
If a code is active, the “DIAGNOSTIC” lamp will flash the flash code at five second intervals.
Logged codes may represent intermittent problems, recorded problems or performance history.
The problems may have been repaired since the logging of the code. These codes do not indicate
that a repair is needed. The codes are guides or signals when a situation exists. Codes may be
helpful to troubleshoot problems.
When the problems have been corrected, the corresponding logged fault codes should be cleared.
Scroll Toggle
The Scroll Toggle is a spring centered switch that moves the ECM “UP” one fault code every time it
is toggled upward and it moves the ECM “DOWN” one fault code every time it is pushed downward.
When it is released, it moves back to the neutral position.
Diagnostic Lamp
The “DIAGNOSTIC” lamp is used to indicate the existance of an active fault by flashing codes.
When the ignition switch is first turned on, the “DIAGNOSTIC” lamp will go through the following
procedure:
1. The “DIAGNOSTIC” lamp will come on and will remain on for five seconds. This checks the
operation of the lamp.
2. The “DIAGNOSTIC” lamp will turn off.
3. The “DIAGNOSTIC” lamp will come on again and the lamp will flash codes for any active
diagnostic codes. Not all diagnostic codes have a unique flash code.
4. The “DIAGNOSTIC” lamp will turn off for five seconds.
5. The “DIAGNOSTIC” lamp repeats all active diagnostic codes.
A fault diagnostic code will remain active until the problem is repaired. The electronic control
module will continue flashing the flash code at five second intervals until the problem is repaired.
Diagnostic Flash Code Retrieval
You can use the “DIAGNOSTIC” lamp to determine the diagnostic flash code. Not all diagnostic
codes have a unique flash code.
Note: Flash codes should only be used to indicate the nature of a diagnostic condition. Do not use
flash codes to perform detailed troubleshooting.
Use the following procedure to retrieve the diagnostic codes with the engine DIAGNOSTIC lamp:
1. The “DIAGNOSTIC” lamp will flash to indicate a two--digit code. The sequence of flashes
represents the system diagnostic message. Each digit of the two--digit code is determined
by counting the number of flashes. The lamp flashes at a rate of two times per second. The
lamp will pause for one second between digits. The lamp will pause for two seconds
between codes.

DM45SP/DMLSP

Diagnostic Flash Code Retrieval (continued)
2. Turn the ignition key (start/run key) to the ON position. The engine does not need to be
started in order to view codes. The engine does not need to be running while the ignition
switch (start/run switch) is in the ON position. The “DIAGNOSTIC” lamp blinks on and off at
five second intervals.
a). When the ignition key (start/run key) is in the ON position, the lamp is checked for
proper operation. If there are any active codes, except for Code 34, the codes are
displayed at this time.
Note: The “DIAGNOSTIC” lamp will illuminate for five seconds. The lamp will stay on if
there is an active diagnostic code.
3. Active diagnostic codes will always be flashed. There is no toggle switch that will shut off
the lamp.
Possible Performance Effect of Active Diagnostic Codes

Flash CID--FMI SPN--FMI Description of Code Engine Low Reduced Engine
Code Code Code Misfires Power Engine Shutdown
Speed
00 545--05 545--05 Ether Start Relay
open/short to +batt
545--06 545--06 Ether Start Relay
short to ground
12 266--02 266--02 Incorrect Crank--
without--inject inputs
13 174--03 174--03 Fuel Temperature
open/short to +batt
174--04 174--04 Fuel Temperature
short to ground
262--03 620--03 5 Volt Sensor DC
Power Supply
short to +batt
262--04 620--04 5 Volt Sensor DC
Power Supply
21 short to ground
263--03 678--03 Digital Sensor Supply
short to +batt
263--04 678--04 Digital Sensor Supply
short to ground
24 100--03 100--03 Engine Oil Pressure
open/short to +batt
100--04 100--04 Engine Oil Pressure
short to ground

DM45SP/DMLSP

Performance Effect Of Active Diagnostic Codes (continued)

Speed
26 274--03 108--03 Atmospheric Pressure
open/short to +batt
274--04 108--04 Atmospheric Pressure
short to ground
27 110--03 110--03 Engine Coolant X X X
Temperature
open/short to +batt
110--04 110--04 Engine Coolant X X X
Temperature
short to ground
28 91--13 91--13 Throttle Position X X
calibration required
32 91--08 91--08 Throttle Position X X
signal abnormal
34 320--02 190--02 Speed/Timing Sensor X X (1)
Loss of Signal
320--11 190--11 Speed/Timing Sensor X X (1)
mechanical failure
342--02 723--02 Loss of Secondary X X (1)
Engine Speed Signal
342--11 723--11 Secondary Engine X X (1)
Speed Sensor
mechanical failure
37 94--03 94--03 Fuel Pressure
open/short to +batt
94--04 94--04 Fuel Pressure
short to ground
175--03 175--03 Engine Oil Temperature
open/short to +batt
175--04 175--04 Engine Oil Temperature
short to ground
38 172--03 172--03 Intake Manifold Air X X X
Temperature
open/short to +batt
172--04 172--04 Intake Manifold Air X X X
Temperature
short to ground

DM45SP/DMLSP

Performance Effect Of Active Diagnostic Codes (continued)
Speed
42 261--13 228--13 Engine Timing X X X X
calibration required
51 168--02 168--02 System Voltage X X X
intermittent/erratic
53 254--12 Electronic Control X X X X
Module Error
56 253--02 234--02 Personality Module X(2)
mismatch
268--02 1111--02 Check Programmable X X
Parameters
58 247--09 639--09 J1939 Data Link
communications
72 1--11 651--11 Injector Cylinder X X
#1 fault
2--11 652--11 Injector Cylinder X X
#2 fault
#3 fault
#4 fault
#5 fault
#6 fault
(1) The engine will shut down if both speed/timing sensors are lost.
(2) Fuel injection will not occur and the engine will not start
Event Codes
The ECM can log events. Events refer to engine operating conditions such as low oil pressure or
high coolant temperature. The following table is a cross reference for event codes. Logged events
usually indicate a mechanical problem instead of an electronic system problem
Cross--Reference for Event Codes
Flash EID SPN--FMI Description of Code
Codes Codes Codes
35 004 0190--16 Engine Overspeed Shutdown
63 005 0094--15 Fuel Filter Restriction Derate

DM45SP/DMLSP

Event Codes (continued)
Cross--Reference for Event Codes

Flash EID SPN--FMI Description of Code
Codes Codes Codes
63 006 0094--16 Fuel Filter Restriction Shutdown
61 015 0110--16 High Engine Coolant Temperature Derate
61 016 0110--00 High Engine Coolant Temperature Shutdown
61 017 0110--15 High Engine Coolant Temperature
64 025 0172--16 High Inlet Air Temperature Derate
64 027 0172--15 High Inlet Air Temperature Warning
46 039 0100--18 Low Engine OIl Pressure Derate
46 040 0100--01 Low Engine Oil Pressure Shutdown
65 054 0174--16 High Fuel Temperature Derate
65 055 0174--00 High Fuel Temperature Shutdown
65 056 0174--15 High Fuel Temperature Warning
62 057 0111--18 Low Engine Coolant Level Derate
62 058 0111--01 Low Engine Coolant Level Shutdown
62 059 0111--17 Low Engine Coolant Level Warning
63 095 0094--00 Fuel Filter Restriction Warning
63 096 0094--00 High Fuel Pressure
46 100 0100--17 Low Engine Oil Pressure Warning
35 190 0190--00 Engine Overspeed Warning
Fault Logging
The system provides the capability of Fault Logging. When the Electronic Control Module (ECM)
generates an active diagnostic code, the code will be logged in the memory of the ECM. The codes
that have been logged in the memory of the ECM can be retrieved and cleared. The codes that
have been logged in the memory of the ECM will be automatically cleared from the memory after
100 hours. The following faults can not be cleared from the memory of the ECM without using a
factory password: overspeed, low engine oil pressure and high engine coolant temperature.
Engine Operation with Active Diagnostic Codes

If the diagnostic lamp starts to flash codes during normal engine operation, the system has
identified a situation that is not within the specification. Check the flash code or digital display, if
equipped, to check the active diagnostic codes.

DM45SP/DMLSP
Engine Operation with Active Diagnostic Codes (continued)

Note: If the flash code shows “DERATE” and if there is a low oil pressure condition, the Electronic
Control Module (ECM) will limit the engine power until the problem is corrected. If the oil pressure is
within the normal range, the engine may be operated at the rated speed and load. However,
maintenance should be performed as soon as possible.
The active diagnostic code should be investigated. The cause of the problem should be corrected
as soon as possible. If the cause of the active diagnostic code is repaired and there is only one
active diagnostic code, the diagnostic lamp will turn off.
Operation of the engine and performance of the engine can be limited as a result of the active
diagnostic code that is generated. Acceleration rates may be significantly slower. Refer to the OEM
Operation and Maintenance Manual for more information on the relationship between these active
diagnostic codes and engine performance.
Engine Operation with Intermittent Diagnostic Codes

If the diagnostic lamp starts to flash codes during normal engine operation and the diagnostic lamp
shuts off, an intermittent fault may have occurred. If a fault has occurred, the fault will be logged into
the memory of the Electronic Control Module (ECM).
In most cases, it is not necessary to stop the engine because of an intermittent code. However, the
operator should retrieve the logged fault codes and the operator should reference the appropriate
information in order to identify the nature of the event. The operator should log any observation that
could have caused the lamp to light, such as: Low power, Limits of the engine speed or Excessive
smoke, etc.
This information can be useful to help troubleshoot the situation. The information can also be used
for future reference. For more information on diagnostic codes, refer to the Troubleshooting Guide
for this engine.
CUMMINS ENGINE ELECTRONICS

Drills equipped with the Cummins QSK19 engines have an electrical system with computer
controls for all engine functions. The QSK19 Engine Protection System is explained in detail to
give the operator an understanding of the system and to emphasize the need to call for specialist
assistance in the event of engine protection systems warning lights signalling problems during
operation.

DM45SP/DMLSP
QSK19 ENGINE SHUTDOWN DEVICES

Drills equipped with QSK19 engines are equipped with several shutdown devices to prevent harm
to the engine or compressor in case of loss of fluids or other related problems. There is a
Compressor Discharge Temperature Switch, an Engine coolant Temperature Switch and an
Engine Oil Pressure Shutdown switch.
TEMPERATURE
DISCHARGE
GAUGE
ENGINE OIL ENGINE WATER Figure 7.2---16

PRESSURE TEMPERATURE
GAUGE GAUGE
Compressor Discharge Temperature Switchgage

The discharge temperature switchgage (also called compressor shutdown switch) is a Murphy
Switchgage consisting of a gauge on the operator’s console and a capillary tube that runs to
the discharge piping of the compressor. When the temperature increases to 248_F (120_C), a
contact inside the gauge makes electrical contact with relay R1. This cuts the power to the
engine. The temperature dial range is 140--300_F (60--149_C).
NOTICE: The temperature sensing bulb must be immersed in coolant or some other medium
to send temperature changes to the switchgage. Loss of coolant will leave the bulb dry, which
prevents the switchgage from responding quickly to increasing temperatures, making it
useless. An engine can be destroyed from loss of coolant.
Water Temperature Switch

This switchgage is also mounted on the operator’s control panel while the probe connected to
the capillary tube is connected at the water manifold of most engines. It is a normally open
switch that closes when the engine water temperature reaches 210_F (99_C). It functions the
same as the compressor discharge temperature switchgage. The temperature dial range is
130--250_F (54--121_C).

DM45SP/DMLSP
QSK19 ENGINE SHUTDOWN DEVICES (continued)
Engine Oil Pressure Switch

This switchgage, mounted on the operator’s control console, has two pressure limit contacts
that close when the pressure falls below 27 psi and 10 psi respectively. It does not have a
capillary tube but uses a hose connected to the engine to supply pressure to the switchgage.
Both contacts are normally closed and rely on engine oil pressure to open them. They both
work through the Engine Speed Switch and close when oil pressure falls below 27 psi or 10 psi,
depending on the engine speed. The temperature dial range is 0--100_F (--18.8_C thru
37.8_C).
Also used in conjunction with the oil pressure switchgage is an engine speed switch. This
device is an electronic heavy--duty speed switch set at the factory to trigger from one input
signal when a pre--determined speed of 1750 RPM is encountered. This means that when the
engine is at an idle speed of 1200 RPM, the speed switch is on the normally closed side and
connects to the 10 psi switch.
When the engine is speeded up past 1750 RPM, the speed switch changes to the normally
open side where the 27--psi switch takes over. As long as the pressure does not fall below
either setting, depending on the speed, the system will not be activated. If the pressure does
fall below the setting, current will flow through the switchgage and the speed switch to energize
R1 coil and shut the drill down.
The input signal supply source is a magnetic sensor that utilizes an electro--magnetic effect to
produce an output signal of electric pulses. The frequency of the electric pulse is determined by
the number of flywheel gear teeth passing in front of the sensor in a given time. The pulse
frequency is representative of engine speed and therefore is used to cause the speed switch to
change states at a frequency equal to 1750 RPM. The magnetic sensor is also used to source
the engine tachometer and elapsed time meter.
QSX15 ENGINE SHUTDOWN DEVICES

Drills equipped with QSX15 engines are equipped with several shutdown devices to prevent harm
to the engine or compressor in case of loss of fluids or other related problems. There is a
Compressor Discharge Temperature Switch, an Engine coolant Temperature Switch and an
Engine Oil Pressure Shutdown switch.
Compressor Discharge Temperature Switch
The discharge temperature gauge is on the operator’s console. The discharge air temperature
gauge shows the temperature of the oil and air leaving the air end. The temperature dial range
is 140--300_F (60--149_C). Normal operating temperatures are 180_--230_F (82_--110_C).

DM45SP/DMLSP
QSX15 ENGINE SHUTDOWN DEVICES (continued)

Compressor Discharge Temperature Switch (continued)
Figure 7.2---17
COMPRESSOR SHUTOFF SWITCH
In a QSX15 engine, the temperature shutdown switch is located on the compressor as shown
in (figure 7.2--17) and spliced into engine start wire #38. When the temperature increases to
248_F (120_C), the switch cuts the power to the engine.
to send temperature changes to the switch. Loss of coolant will leave the bulb dry, which
prevents the switch from responding quickly to increasing temperatures, making it useless.
Engine Oil Pressure Switch

The engine oil pressure gauge, mounted on the operator’s control panel, shows the pressure
that is required to circulate oil inside the engine. The oil pressure/temperature sensor, located
on the fuel pump side of the engine (see figure 7.2--18), monitors lubricating oil pressure and
temperature for the engine protection system. The temperature dial range is 0--100_F
(--18.8_C thru 37.8_C).
Figure 7.2---18
OIL PRESSURE / TEMPERATURE SENSOR

DM45SP/DMLSP
QSX15 ENGINE SHUTDOWN DEVICES (continued)

Water Temperature Switch
ENGINE
COOLANT
TEMPERATURE
SENSOR
Figure 7.2---19
The water temperature gauge is mounted on the operator’s control panel. The temperature dial
range is 130--250_F (54--121_C). The engine coolant temperature sensor, located in the
thermostat housing (see figure 7.2--19), monitors engine coolant temperature used in the fuel
control function and engine protection system. When the temperature increases to 210_F
(99_C), the sensor cuts the power to the engine.
QSK19 ENGINE PROTECTION SYSTEM

The Cummins Quantumt fuel system uses an ECM (Electronic Control Module) to operate the
devices needed to monitor and vary the operation of the QSK19 engine. It is equipped with an
engine protection fault code system and an electronic fuel system fault code system.The system
monitors critical engine temperatures, fluid levels, oil and fuel pressures. It will log diagnostic faults
when an over, or under, normal operating range condition occurs. If an out--of--range condition
exists, engine derate action will be initiated. The operator will be alerted by the illumination of the
“Bright Red” light. The warning lamp will start to flash as the out--of-- range condition gets worse
and engine shut down will occur shortly thereafter (see Figure 7.2--20).
BRIGHT RED INDICATOR LIGHT DIAGNOSTIC SWITCH (ON--- OFF)
YELLOW INDICATOR LIGHT INCREMENTAL SWITCH (UP--- DOWN)
RED INDICATOR LIGHT DATALINK CONNECTOR SOCKET
Figure 7.2---20

DM45SP/DMLSP
QSX15 ENGINE PROTECTION SYSTEM

QSX15 engines are equipped with an engine protection system. The system monitors critical
engine temperatures and pressures and will log diagnostic faults when an abnormal operating
condition occurs. If an out--of--range condition exists and engine derate action is to be initiated, the
operator will be alerted by the illumination of the “Bright Red Light”. The warning light will blink or
flash when out--of--range conditions continue to worsen. Refer to “Cummins Operation and
Maintenance Manual for Industrial and Power Generation QSX15 Engines”, Bulletin No.
3666423--00, for detailed information about the QSX15 protection system.
Figure 7.2---21
The QSX15 fuel system is an electronically controlled system designed to optimize engine control
and reduce exhaust emissions. The QSX15 fuel system controls engine speed and fuel pressure
based on input from the electric throttle and other equipment--specific and/or model--specific
features. Refer to “Cummins Operation and Maintenance Manual for Industrial and Power
Generation QSX15 Engines”, Bulletin No. 3666423--00, for detailed information about the QSX
fuel system.
Figure 7.2---22
The ECM (1) has a datalink (2) for electronic service tools (3) shown in figure 7.2--22. Electronic
service tools can be used to read and program owner--specified information into the ECM by a
Cummins Authorized Repair Location. The electronic service tools can also be used to aid in
troubleshooting the engine, in the event of a failure, by reading and displaying fault codes. The
datalink connector is located on the operator’s control panel.

DM45SP/DMLSP
QSX15 ENGINE PROTECTION SYSTEM (continued)
Figure 7.2---23
The engine has a cooling plate that is mounted to the cooler head within the air intake port. The
ECM is mounted to the cooling plate. The ontake air flows over the cooling plate and cools the
electronics in the ECM.
The system monitors critical engine temperatures, fluid levels, oil and fuel pressures. It will log
diagnostic faults when an over, or under, normal operating range condition occurs.
If an out--of--range condition exists, engine derate action will be initiated. The operator will be
alerted by the illumination of the “Bright Red” light. The warning lamp will start to flash as the
out--of-- range condition gets worse and engine shut down will occur shortly thereafter.
INDICATOR LIGHT SYSTEM

There are three different colored indicator lights on the operator’s console (see figure 7.2--20).
Each light has its own function:
Bright Red Indicator Light
The Bright Red Indicator Light (see figure 7.2--20) shows fault codes in the Engine Protection
System. The Bright Red light signals problems in the Engine Protection System. The Bright
Red light will come on when an out--of--range condition occurs. These include:
a. Coolant Temperature
b. Coolant Level
c. Intake Manifold Temperature
d. Low or Very Low Oil Pressure
The Bright Red light will come on steady when the condition first appears but will change to a
blinking light if the condition continues. If the problem is not resolved, the engine will shut down
when the condition reaches the preset limit.
Yellow Indicator Light
The Yellow Indicator Light (see figure 7.2--20) signals In--Range Failures of the Engine
Protection System, plus battery voltage above or below normal. In the diagnostic mode, the
Yellow Light flashes to indicate a fault code is about to be flashed by the Red Light. The Yellow
Light blinks before each fault code is signaled by the Red Light.

DM45SP/DMLSP
INDICATOR LIGHT SYSTEM (continued)
Red Indicator Light

The Red Indicator Light (see figure 7.2--20) shows fault codes in the Engine Electronic Fuel
System. The Red Light signals problems with the ECM, such as a short circuit or lost signals
from or to the ECM. It will shut the engine down if any of the fault codes are activated, since the
ECM will be unable to control the engine correctly. The Red Light blinks the actual fault code
when the diagnostic switch is in the “ON” position.
QSK19 DIAGNOSTIC FAULT CODES

If you have a laptop computer and the software program “INSITE”, you can plug into the console
Data Link socket (see figure 7.2--20) and diagnose all the fault codes residing in the ECM. Every
code is recorded in the ECM until it is removed by the computer.
There are two types of fault codes: Active and Inactive.
Active fault code means the code is presently active on the engine, i.e., high engine
temperature.
Inactive fault code means the code was active at one time but is not active now. An example
would be: low coolant level fault code that the operator filled. It is no longer an active code but it
will be retained in the ECM.
Diagnostic Switch
The Diagnostic Switch (see figure 7.2--20) must be in the “OFF” position for normal operation. It
will not show fault codes if it is left in the “ON” position.
Incremental Switch
The Incremental Switch (see figure 7.2--20) is a spring centered switch that moves the ECM
“UP” one fault code every time it is toggled upward and it moves the ECM “DOWN” one fault
code every time it is pushed downward. When it is released, it moves back to the neutral
position.
Finding Fault Codes

If you do not have a computer, you may check for active fault codes by using the following steps:
I ON
Figure 7.2---24
O OFF
KEY SWITCH OFF DIAGNOSTIC SWITCH

DM45SP/DMLSP
QSK19 DIAGNOSTIC FAULT CODES (continued)

Finding Fault Codes
1. Turn the key switch to the “OFF” position (see figure 7.2--24).
2. Move the diagnostic switch (see figure 7.2--24) to the “ON” position.
BRIGHT
(1)
RED
(2) YELLOW
(3) RED
Figure 7.2---25
KEY SWITCH ON
3. Turn the key switch to the “ON” position (see figure 7.2--25).
4. If no fault codes are recorded, all three lights will come on and stay on.
If fault codes are recorded, all three lights will come on momentarily. The yellow (2) warning and red
(3) stop lights will begin to flash the code of the recorded fault. The Bright Red (1) light will not flash.
QSX15 DIAGNOSTIC FAULT CODES

The QSX15 fuel system can display and record certain detectable fault conditions. These failures
are displayed as fault codes, which make troubleshooting easier. The fault codes are retained in
the electronic control module (ECM).
There are two types of fault codes. There are engine electronic fuel system fault codes and engine
protection system fault codes.
All fault codes recorded will either be active (fault code is presently active on the engine, i.e., high
engine temperature) or inactive (fault code was active at some time, but is not presently active. i.e.,
low coolant level fault code that the operator filled. It is no longer an active code but it will be
retained in the ECM.
Active fault codes can be read using the warning (yellow) and stop lamps (red) on the operator’s
control panel or electronic service tool. Inactive fault codes can only be viewed with an electronic
service tool.
When the engine keyswitch is turned on and the diagnostic switch is off, the fault lamps (bright red,
yellow and red) will illuminate for approximately 2 seconds, one after the other, to check their
operation.

DM45SP/DMLSP
QSX15 DIAGNOSTIC FAULT CODES (continued)
BRIGHT RED INDICATOR LIGHT DIAGNOSTIC SWITCH (ON--- OFF)
YELLOW INDICATOR LIGHT INCREMENTAL SWITCH (UP--- DOWN)
RED INDICATOR LIGHT DATALINK CONNECTOR SOCKET
Figure 7.2---26
The lights will remain off until a fault code is recorded. If a stop (red) light comes on while the engine
is in operation, the fault can be engine--disabling. Stop the engine in a safe manner as soon as
possible.
If the warning (yellow) light illuminates, the engine can still be operated, but it can lose some
system features that can sometimes result in a power loss. The failure must be repaired as soon as
is convenient.
Engine Protection System Fault Codes

The engine protection system records separate codes when an out--of--range condition is
found for any of the sensors in the engine protection system. Engine protection is only
available when the engine protection feature is enabled.
a. Coolant Temperature
b. Coolant Level
c. Intake Manifold Temperature
d. Low or Very Low Oil Pressure
The engine protection system will light the maintenance (yellow) lamp when an out--of--range
condition occurs. Note: Lamp colors and labels will vary by OEM.
If the engine protection maintenance lamp comes on while the engine is running, it means that
a fault code has been recorded. The light will remain on as long as the fault is occurring.
The light will begin to flash if the condition continues to get worse. The engine power and/or
speed will be gradually reduced. If the engine protection shutdown feature is enabled, the
engine will shut down to prevent engine damage.
Diagnostic Switch
The Diagnostic Switch (see figure 7.2--26) must be in the “OFF” position for normal operation. It
will not show fault codes if it is left in the “ON” position.

DM45SP/DMLSP
QSX15 DIAGNOSTIC FAULT CODES (continued)
Incremental Switch
The Incremental Switch (see figure 7.2--26) is a spring centered switch that moves the ECM
“UP” one fault code every time it is toggled upward and it moves the ECM “DOWN” one fault
code every time it is pushed downward. When it is released, it moves back to the neutral
position.
Finding Fault Codes

To check for active fault codes, first turn the engine key switch to the OFF position. Move the
diagnostic switch to the ON position (see figure 7.2--27).
I ON
Figure 7.2---27
O OFF
KEY SWITCH OFF DIAGNOSTIC SWITCH
Turn the engine key switch to the ON position (see figure 7.2--28). If no active fault codes are
recorded, all three lights will come on and stay on. If active fault codes are recorded, all three
lights will come on momentarily. The yellow (2) warning and red (3) stop lights will begin to flash
the code of the recorded fault. The bright red (1) light will not flash.
BRIGHT
(1)
RED
(2) YELLOW
(3) RED
Figure 7.2---28
KEY SWITCH ON

DM45SP/DMLSP
READING FAULT CODES

The fault code will flash in the following sequence. First, the yellow warning lamp will flash.
Then there will be a short 1--second pause when both the yellow and red lights are off. Then the
numbers of the recorded fault code will flash in red. There will be a 1--second pause between
each number. When the number has stopped flashing, the yellow light will appear again. The
number will repeat in the same sequence.
The lights will continue to flash the same fault code until the system has advanced to the next
active fault code. To go to the second fault code, move the incremental switch to “+”, then
release it (figure 7.2--29). You can also go back to the previous fault code by moving the switch
to “--”, then releasing it. To check the third or fourth fault code, move the switch to “+”, then
release it when all active codes have been viewed. Moving the switch to “+” will go back to the
first fault code.
+ = INCREMENT
--- = DECREMENT Key:

INCREMENTAL SWITCH P=1 second Pause
X=1st. digit of 3 digit fault code number
Y=2nd. digit of 3 digit fault code number
Figure 7.2---29 Z=3rd digit of 3 digit fault code number
There is a one second pause between each digit of the 3--digit code number. When all three digits
of the number have been signalled, the yellow light will flash again.
Fault Code Example

To show exactly what a sequence would look like, let’s suppose that a Bright Red light comes
on and after a few minutes, starts to blink. The operator should stop the engine as soon as
possible and determine the cause. He turns the key switch “OFF” and turns the diagnostic
switch “ON”. This starts the sequence of fault code lights flashing. The sequence for a Fault
Code 235 would look like the sequence shown in the table below.
The yellow light comes on and flashes once. The red light flashes the first number, in this case a
two (2). Then the red light goes out for one second and starts the next number, a three (3).
Again a one second pause, then the final number five (5). The fault code is 235, or low coolant
level (see Fault Code Tables for a description of the fault codes).
Since the fault code started as a Bright Red light, the problem was an out--of--range condition,
i.e., low oil pressure, low coolant level, high temperature or high manifold temperature.

DM45SP/DMLSP
READING FAULT CODES (continued)
Fault Code Example (continued)
Example of Sequence for a Fault Code

Yellow Pause Red Light Pause Red Light Pause Red Light Fault
Light 1st Digit 1st Digit 1st Digit Code=
X=blink X=blink X=blink XYZ
count count count
Flash = 1 sec. X 1 sec. Y 1 sec. Z XYZ
1 Blink
1 2 3 5 235
To stop the diagnostic system, move the diagnostic switch to the OFF position. Turn the engine key
switch to the OFF position.
QSK19 The explanation and correction of all fault codes is in the troubleshooting charts of the
QSK19 Operation and Maintenance manual, available from Cummins.
QSX15 The explanation and correction of all fault codes is in the troubleshooting charts of the
QSX15 fuel manual, available from Cummins. Refer to the Troubleshooting and Repair
Manual, Electronic Control System, Signature, ISX and QSX15 Engines, and Bulletin No.
3666259.
Electronic fault code troubleshooting trees are in ascending numerical order.
When a diagnostic fault code is recorded in the ECM, ECM input and output data are recorded from
all sensors and switches. Snapshot data allow the relationships between ECM inputs and outputs
to be viewed and used during troubleshooting.

DM45SP/DMLSP
CUMMINS FAULT CODE TABLES

The fault codes for the Bright Red light, which are the most common, are shown in the Bright Red
Light (Engine Protection)Table. With the exception of code 432, most other codes can be acted on
by the operator.
Bright Red Light (Engine Protection ) Fault Codes

Bright Red Light illuminates = ON
Fault Code Description of Problem Failure Mode
Indicator
143 Oil Pressure Sensor---Data Below Normal Range 1
151 Engine Coolant Temperature Sensor---Data above Normal Range 0
155 Intake Manifold Temperature Sensor---Data Above Normal Range 0
219 Oil Level Low 1
233 Coolant Pressure Level Low 1
235 Engine Coolant Level---Data above Normal Range 1
253 Oil Level Sensor---Low Oil Level Detected 1
261 Fuel Temperature High 0
292 OEM Temperature Out of Range 14
296 OEM Pressure Sensor Out of Range 14
415 Oil Pressure Sensor---Very Low Oil Pressure 1
432 Throttle Position Idle Validation Switch---Switch Position and 13
Throttle Percent Mismatch Failure
471 Very Low Oil Level Detected 1
555 High Blowby Pressure Detected 0
649 Maintenance Monitor Interval Warning Level Has Been Reached 0
Yellow Light Fault Codes

The failures caused by yellow (and red) lights indicate wiring problems or internal ECM
malfunctions that the operator cannot repair. Call your local dealer if a yellow (or red) light comes
on. Examples of the fault codes are shown tabulated in tables.
Yellow Light illuminates = ON
Indicator
113 Timing Actuator---Component Shorted High 3
114 Timing Actuator---Component Shorted Low 4
118 Fuel Pump Pressure Sensor---Failed High 3
119 Fuel Pump Pressure Sensor---Failed Low 4

DM45SP/DMLSP
CUMMINS FAULT CODE TABLES (continued)

Yellow Light Fault Codes (continued)

Indicator
121 Engine Speed Sensor (ESS)---One Lost Signal 10
122 Boost Pressure Sensor---Component Shorted High 3
123 Boost Pressure Sensor---Component Shorted Low 4
135 Oil Pressure Sensor---Component Shorted High 3
141 Oil Pressure Sensor---Component Shorted Low 4
144 Engine Coolant Temperature Sensor---Component Shorted High 3
145 Engine Coolant Temperature Sensor---Component Shorted Low 4
153 Intake Manifold Temperature Sensor---Component Shorted High 3
154 Intake Manifold Temperature Sensor---Component Shorted Low 4
221 Ambient Air Pressure Sensor---Component Shorted High 3
222 Ambient Air Pressure Sensor---Component Shorted Low 4
223 Burn Valve Solenoid---Shorted Low 4
225 Makeup Valve Solenoid---Shorted Low 4
231 Coolant Pressure Sensor---Failed High 3
232 Coolant Pressure Sensor---Failed Low 1
237 Input Throttle Signal---Data Above or Below Normal Range 2
252 Oil Level Sensor Error 2
263 Fuel Temperature Sensor---Failed High 3
265 Fuel Temperature Sensor---Failed Low 4
293 OEM Temperature Sensor---Failed High 3
294 OEM Temperature Sensor---Failed Low 4
297 OEM Pressure Sensor---Failed High 3
298 OEM Pressure Sensor---Failed Low 4
316 Fuel Pump Actuator Is Open 3
318 Actual and Desired Fuel Pump Pressures Are Out of Range 7
343 Electronic Control Module (ECM)---Internal Communication Error 12
346 Electronic Control Module (ECM)---Powerdown Error 12
349 Tailshaft Governor at Greater Frequency than Threshold 0
384 Ether Injection Solenoid---Open or Shorted 11
422 Engine Coolant Level Sensors Signals ---Data Invalid 2
423 Fuel Timing Pressure Sensor---In Range Failure 2

DM45SP/DMLSP

Yellow Light Fault Codes (continued)
Indicator
426 ECM Can Not Transmit On J1939 Datalink 3
427 ECM Can Not Transmit On J1939 Datalink at Acceptable Rate 9
431 Throttle Position Idle Validation Switch---Invalid 2
441 Battery Voltage, Unswitched---Data Below Normal Engine Range 1
442 Battery Voltage, Unswitched---Data Above Normal Engine Range 0
467 Error Between Desired Timing Fueling and Commanded Timing 2
Fueling Exceeds Normal Limit
468 Error Between Desired Rail Fueling and Commanded Timing 2
Fueling Exceeds Normal Limit
473 Remote Oil Level Sensor Error 2
487 Ether bottle Empty 1
489 Auxiliary Speed Frequency---Below Threshold 1
497 Multiple Unit Synchronization Switch Error 2
524 Alternator Droop Switch Fault 2
527 Dual---Output A Signal---Open or Short Circuit 3
529 Dual---Output B Signal---Open or Short Circuit 3
554 Fuel Pressure Sensor---In Range Failure 2
719 Crankcase Blowby Pressure---Failed High 3
729 Crankcase Blowby Pressure---Failed Low 4
777 Calculated Turbine Inlet Temperature or Calculated Compressor 0
Discharge Temperature Has Exceeded Calibrated Limit
Red Light Fault Codes
The failures caused by red (and yellow) lights indicate wiring problems or internal ECM
malfunctions that the operator cannot repair. Call your local dealer if a red (or yellow) light comes
on. Examples of the fault codes are shown tabulated in tables.
Red Light illuminates = ON
Indicator
111 Electronic Control Module (ECM)---Memory Failure 12
112 Timing Actuator---Fueling Flow Mismatch 7
115 Engine Speed Sensor (ESS)---Both Signals Lost 2
116 Fuel Timing Pressure Sensor---Component Shorted High 3
117 Fuel Timing Pressure Sensor---Component Shorted Low 4

DM45SP/DMLSP
Red Light Fault Codes (continued)
Red Light illuminates = ON

Indicator
131 Throttle Position Sensor---Component Shorted High 3
132 Throttle Position Sensor---Component Shorted Low 4
133 Remote Throttle Position Sensor---Failed High 3
134 Remote Throttle Position Sensor---Failed Low 3
147 Frequency Throttle Signal---Less than 100 Hz 8
148 Frequency Throttle Signal---More than 1500 Hz 8
234 Engine Speed---Data Above Normal Range 0
254 Fuel Shutoff Valve---Component Shorted Low 4
259 Fuel Shutoff Valve---Component Stuck Open 7
451 Fuel Pressure Sensor---Component Shorted High 3
452 Fuel Pressure Sensor---Component Shorted Low 4
455 Rail Actuator---Component Shorted High or Open 3
511 Rail Actuator---Component Shorted Low 4
514 Rail Actuator---Fueling Flow Mismatch 7
551 No Voltage Detected on Both of the Idle Validation Off---Idle and 4
Idle---Signal Pins
553 Engine Fueling Pressure Exceeded---Data Above Normal Range 0
No Fault Lamp
Indicator
299 Engine Shutdown without Key Before Proper Cool down 31
611 Engine Shutdown by Operator Before Proper Cool down 31
753 Engine Position Sensor Signals Do Not Match 2

DM45SP/DMLSP
ELECTRIC LADDER
The electric ladder schematic is a logical way to show how the current flows in the various parts of
the electrical circuits on a drill. The schematic is broken into seven (7) parts that are different and
serve different purposes.
Figure 7.2---30
BATTERY
The first part is the Power Supply. These are the Batteries that supply all the power to the system.
They are indicated by the two battery symbols (figure 7.2--30).
Figure 7.2---31
FUSIBLE LINK
The second part is the Fusible Link (figure 7.2--31) that protects against massive short circuit and
fire. It is always located in the main wiring just beyond the batteries. It is located beyond the
batteries and between the alternator and the batteries so any high flow of electricity is prohibited or
stopped from getting to the batteries and causing a fire. Remember that electricity flows out of the
batteries but back from the alternator to the batteries. Fuse links are blue colored and are 9 inches
(23 cm) long. They have a ring connector on one end and use a wire nut to connect to the main hot
wire.
Figure 7.2---32
CIRCUIT BREAKER
KEY SWITCH
The third part is the Key Switch and the Circuit Breakers (figure 7.2--32) that protect each separate
circuit and control the power to the whole system.
MAIN POWER WIRE
Figure 7.2---33
The fourth part is the Main Power Wire or Wires (figure 7.2--33). These are the positive or plus (+)
wires that carry the current to each area. They are usually larger in size than the others so they can
carry more current without getting hot.

DM45SP/DMLSP
ELECTRIC LADDER (continued)
Figure 7.2---34
SWITCH
The fifth part is the Switch or Controller that allows current or disconnects it from the operating
system (figure 7.2--34). These may be push button switches or remotely controlled switches that
cause a change in the system.
Figure 7.2---35
FUEL
SOLENOID LIGHT
The sixth part is the actual Solenoid, Relay, Light or other device that is activated by supplying
power to it or removing power from it (see figure 7.2--35).
Figure 7.2---36
GROUND
The last part is the Return or Ground Wire that makes a complete circuit and allows the system to
be a system (see figure 7.2--36). These wires don’t always seem significant but without a good
ground wire the system will not function.
Remember that all power flows from the batteries to the main power line, usually through the
ammeter. You will notice several diodes in the circuits. The symbol is an arrow with a bar across the
end. These act the same as check valves in a hydraulic circuit. They allow current to flow in one
direction but not backwards.
24 volt battery power means that both 12 volt batteries add together to produce 24 volts. Batteries
in series produce whatever their voltages add up to. Thus, two 12 volt batteries will produce 24
volts.

DM45SP/DMLSP
ELECTRICAL SYMBOLS
A
CIRCUIT
BATTERY FUSE LINK AMMETER KEY SWITCH BREAKER
PRESSURE EMERGENCY
GROUND SWITCH PUSH BUTTON BYPASS BUTTON STOP
R1
*N O SECTION **N C SECTION TEMPERATURE
COIL (RELAY) of RELAY of RELAY LIMIT SWITCH SWITCH
M ALT FS
FLOAT SWITCH ENCLOSURE MOTOR ALTERNATOR FUEL SOLENOID
LIGHT SWITCH RESISTOR DIODE SHUNT
* N O = Normally Open
** N C = Normally Closed

DM45SP/DMLSP
WIRING SCHEMATIC --- Drills with Cummins QSK19 Engine
BATTERIES
FRAME GROUND
CONNECTION
STARTER MOTOR
FUSIBLE LINK
STARTER SOLENOID
AMMETER
100
FUSIBLE LINK AMP
ALTERNATOR
OFF ON CIRCUIT TACH

BREAKER #5 ETM
15A
ENGINE TACHOMETER
AND HOURMETER
MAGNETIC
KEY SWITCH PICKUP
ENGINE SHUTDOWN
RELAY
COMPRESSOR DISCHARGE
START TEMPERATURE
STARTER RELAY
ETHER
ETHER SOLENOID
PRIMER (OPTION)
PRIMER PUMP
MOTOR
NEUTRAL DETECT PULLDOWN

PULLDOWN CONTROLLER
NEUTRAL DETECT
NEUTRAL DETECT ROTATION
ROTATION CONTROLLER
NEUTRAL DETECT
START INTERLOCK
MODE SELECT SWITCH SENDER UNIT

FUEL GAUGE
FUEL GAUGE
2 6
Figure 7.2---37

DM45SP/DMLSP
WIRING SCHEMATIC --- Drills with Cummins QSK19 Engine
ENGINE BLOCK GROUND --- 24 V

TO BATTERY (--- )
UNSWITCHED BATTERY +24 V

TO BATTERY (+)
UNSWITCHED BATTERY +24 V ENGINE
GROUND
STUD
COOLANT LEVEL LOW SIGNAL
COOLANT COOLANT LEVEL RETURN
LEVEL COOLANT LEVEL +5VDC SUPPLY
SENSOR 21 PIN
COOLANT LEVEL HIGH SIGNAL ENGINE
(RADIATOR)
CONNECTOR
ISCI --- (1800 RPM)
THROTTLE
SWITCH
ON ISC2 --- (2100 RPM)
CONSOLE
ISC VALIDATION
TACHOMETER OUTPUT SIGNAL

(OPTIONAL)
RED DIAGNOSTIC LAMP OUTPUT

31 PIN
YELLOW DIAGNOSTIC LAMP OUTPUT ENGINE
CONNECTOR
ENGINE PROTECTION LAMP OUTPUT
DIAGNOSTIC SWITCH
DIAGNOSTIC INCREMENT
DIAGNOSTIC INCREMENT
MOMENTARY
EMERGENCY
STOP IN
CONSOLE REMOTE CONTROL
KEY SWITCH INPUT
ENGINE DATA LINK (+)

EMERGENCY
SHUT DOWN STOP DATA LINK (--- )
RELAY (OPTION) UNSWITCHED +24VDC
GROUND
MODE
SELECTOR
SWITCH LOCATED ON CONSOLE
Figure 7.2---38

DM45SP/DMLSP

QSX15 WIRING SCHEMATIC
Drills equipped with the Cummins QSX15 engines have an electrical system with computer
controls for all engine functions as defined in the Cummins QSX15 Wiring Schematic.
WIRING SCHEMATIC -- Drills with Cummins QSX15 Engine
Figure 7.2---39

DM45SP/DMLSP
Figure 7.2---40

DM45SP/DMLSP
Figure 7.2---41

DM45SP/DMLSP
Figure 7.2---42

DM45SP/DMLSP
WIRING SCHEMATIC --- Drills with CAT Engine
BATTERIES
FRAME GROUND
CONNECTION
FUSIBLE STARTER MOTOR

LINK
STARTER SOLENOID
AMMETER
100
AMP
ALTERNATOR
FUSIBLE
LINK
EMERGENCY
STOP IN
CONSOLE
EMERGENCY
EBGINE SHUT STOP SHUNTING DIODE
DOWN RELAY (OPTION)
KEY SWITCH
FUEL SOLENOID
OFF ON
ENG. TACH AND

TIME METER
MAGNETIC PICKUP
SPEED
SWITCH
OIL
BYPASS PRESSURE
SWITCH
ENGINE
SHUTDOWN
RELAY
ENGINE WATER
TEMPERATURE
COMPRESSOR
DISCHARGE
TEMPERATURE
Figure 7.2---43

DM45SP/DMLSP
WIRING SCHEMATIC --- Drills with CAT ENGINE
6 START
STARTER RELAY
ETHER
ETHER SOLENOID
PRIMER (OPTION)
PRIMER PUMP
MOTOR
NEUTRAL DETECT PULLDOWN
NEUTRAL DETECT ROTATION
MODE SELECT SWITCH
FUEL GAUGE SENDER UNIT
FUEL GAUGE
BLACK
THROTTLE SWITCH
ON CONSOLE
RED
Figure 7.2---44

DM45SP/DMLSP

DM45SP/DMLSP
7.3 -- OPERATOR OBSERVED PROBLEMS
OPERATOR OBSERVED PROBLEMS
During operations, the operator may observe some problems which may be defined in the
following Operator Observed Problems Trouble Shooting Chart.
The trouble shooting chart is limited to machine control operational problems which will guide the
operator to rectify the cause of the failure.
Operator Observed Problems Trouble Shooting Chart

Problem Cause Correction
Circuit breaker “5” tripped Reset Circuit Breaker “5”
Emergency Stop switch requires Check Emergency Stop switch
resetting and reset if required
Drill Propel Control in Propel Move to Drill Mode
Mode
Track controllers not in STOP Move to STOP position
position
Batteries disconnected at Turn battery isolator switch to
Isolator Switch ON
Batteries discharged Check batteries. Recharge if
required
ENGINE WILL NOT START Battery cable connections loose Clean and tighten terminals
(Starter does not rotate) or disconnected
a). Fusible link to starter motor
fused
b). Starter relay fault Call for service to correct fault
c). Starter switch defective
d). Starter solenoid or starter
defective
Compressor Switchgauge Replace Switchgauge
defective
Shutdown Relay defective Replace Relay
Empty Fuel Tank Fill tank
Fuel solenoid at fuel pump Call for service
defective
Defective Wiring Check with test lamp

DM45SP/DMLSP
7.3 --- OPERATOR OBSERVED PROBLEMS
OPERATOR OBSERVED PROBLEMS (continued)
Operator Observed Problems Trouble Shooting Chart

Compressor butterfly inlet valve Close butterfly inlet valve when
open while starting starting
Low battery power Check battery
Batteries discharged Charge batteries if necessary
Battery cable connections loose Clean and tighten terminal
or corroded causing starter to connections, cover connections
turn too slowly with acid free grease
Using too high viscosity oils in Use appropriate oil grade in
ENGINE DIFFICULT TO START low ambient temperature winter
AND HAS POOR AND
IRREGULAR PERFORMANCE Fuel line blockage due to wax Change fuel filters, bleed fuel
separation in winter system, check for fuel leaks and
loose connections
Incorrect valve clearances Call for service to adjust
a). Defective fuel injectors Call for specialist service
b). Defective turbo charger
Blocked air cleaner element Clean or replace element
Loose or badly adjusted engine Call for specialist service to
speed control linkage make adjustments
ENGINE SHUTS DOWN Engine fault Check Engine Diagnostics
Engine oil level too high Drain engine oil to correct level
on the dipstick
ENGINE MAKING EXCESSIVE Blocked air cleaner element Clean or replace element
FUMES Low compression due to poor Call for specialist service
condition of valves or incorrect
valve clearances
Excessive dirt on cooling system Clean cooling fins on radiator /
blocking air flow oil coolers
Engine coolant loss.
Low coolant level in engine.
ENGINE OVERHEATS
Defective injector nozzles Call for service to correct defects
!! STOP ENGINE
IMMEDIATELY!! Incorrect fuel pump calibration
Cooling system fan not rotating
or rotating at reduced rpm.
LOW ENGINE OIL PRESSURE Low engine oil will activate Refer to 7.2 QSK ENGINE
engine diagnostic ECM system PROTECTION SYSTEM.
BATTERY STATE AMMETER Speed of alternator too low Check drive belt tension
INDICATES LOW OR
Not changing due to defective Call for service to correct defects
NEGATIVE VALUE
alternator or regulator
GENERAL DEFECTS ON Circuit breaker open Reset respective circuit breaker
ELECTRICAL EQUIPMENT
Defective parts or wiring Call for service to correct defects

DM45SP/DMLSP
7.4 -- PNEUMATIC SYSTEM
PNEUMATIC SYSTEM INFORMATION
All air compressors used on Drilling Solutions drills are manufactured by I--R and are of the oil
flooded asymmetrical rotary screw design. Tapered roller bearings are used to handle thrust and
radial loads.
Standard equipment for the air compressor includes a separate three stage inlet air cleaner and full
instrumentation and controls. The lubrication system includes an oil cooler, bypass valve, oil filter,
oil pump, and combination receiver and oil separator tank. A safety shutdown system is also
provided for high discharge air temperature.
The oil pump allows the operator to close the intake valve when no air is required. This greatly
reduces the engine load which saves fuel and facilitates cold weather starting.
Low Pressure compressors are those with discharge pressures of 100 to 150 psi. A compressor is
considered high pressure if the discharge pressure is 250 psi or greater. All I--R High Pressure
compressors have discharge pressures of 350 psi. See Low Pressure Compressor or High
Pressure Compressor sections for specific detailed information.
There are three systems on a rotary screw compressor:

1. Lubrication System
2. Separation System
3. Regulation System
Each system is critical to the operation of the air end and the systems are all interrelated. These
systems will be described further in the appropriate areas of Low Pressure Compressor or High
Pressure Compressor sections

DM45SP/DMLSP
7.4 --- PNEUMATIC SYSTEM
COMPRESSOR FIRE PREVENTION
A fiber gasket is installed between the outside cover of the receiver and the metal tube holding the
separator element in place. This gasket prevents oil from leaking around the metal tube and down
the hole.
When air and oil flow through the filter media, static electric charges are created. If these charges
are allowed to build up, a spark similar to a lightning flash will occur. This will set the oil and the
media on fire. The fire will burn from the inside of the element through the standpipe hose and will
follow the air flow until it burns through the air hose. This is NOT a fire caused by the compressor
flashing.
To prevent this from happening, several metal staples have been installed THROUGH the gasket
so each side comes in contact with the metal. This bridge serves to allow the static charge to drain
off outside the receiver tank and not cause a static buildup.
CAUTION: When replacing separator element, be sure there is at least one staple
that shows through on both sides of the gasket and is not covered with
glue.
OUTSIDE COVER OUTSIDE COVER
GASKET GASKET +
---
STAPLE
---
METAL COVER METAL COVER +
+ +
+
+ --- +
+ --- +
--- +
+ +
+
+
STAPLE CONNECTION ACTS AS BRIDGE
AND ALLOWS STATIC CHARGE TO
STATIC CHARGE BUILD UP DRAIN OFF OUTSIDE RECEIVER TANK
Figure 3---16

DM45SP/DMLSP
7.5 --- LOW PRESSURE COMPRESSOR
LUBRICATION SYSTEM
Low Pressure compressors are those with discharge pressures of 100 to 150 psi. These
compressors are of the single stage, oil flooded, asymmetrical screw design. They are listed by the
metric diameter of the rotors. The Low Pressure Drills use a 226 mm air end.
The Lubrication System consists of the receiver, an oil pump, cooler, mixing valve, filters and a
manifold. When the compressor is compressing air, a minimum pressure valve in the discharge line
holds a certain pressure in the receiver tank to assist in pushing the oil through the system. The
minimum pressure valve is set at 20--60 psi.
LUBRICATION SYSTEM COMPONENTS

Receiver -- Separator Tank
The receiver tank (Figure 7.5--1) contains the compressed air and the lubricating oil for the
compressor. The oil is removed from the air by centrifugal force, gravity and velocity. The receiver
tank has an oil sight glass that shows the oil level at all times. The oil level must be visible in the
sight glass whether the drill is running or shut down.
SEPARATOR
ELEMENT
SIGHT
GLASS OIL
LEVEL
Figure 7.5---1
Oil Pump
The oil pump (Figure 7.5--2) is a gear type pump, driven from the rear of one of the compressor
rotors. It operates as long as the compressor is turning. It is speed sensitive and pumps at rated
volume when the compressor is at full RPM.
FLOW OUT
PUMP
SHAFT
STRAINER
IN
Figure 7.5---2
It acts as a normal pump when the oil is cold and becomes a restriction to hold back pressure on the
receiver tank when the compressor is operating at normal pressure and temperature. This
prevents all the oil from being forced out of the receiver tank at once and flooding the compressor.

DM45SP/DMLSP
LUBRICATION SYSTEM COMPONENTS (continued)
Strainer
A 40 mesh (150 micron) strainer is mounted just before the inlet to the oil pump as shown in figure
7.5--2. It protects the pump and catches any foreign debris such as hose pieces and parts of the
reinstalled every 500 hours.
Compressor Oil
The low pressure (XL series/110 psi) air ends require a special oil. This oil is not compatible with
certain types of O--rings. Therefore, we use “Viton” type O--rings in the air end fittings and filters.
The oil is also not compatible with other oils and should never be mixed with other oil. Low
pressure compressors use DRILLCare LP-150 oil.I--R PROTEC oil.
Be sure to change the filters every 500 hours.
Mixing Valve PORT C
MIXING VALVE PORT B
PORT A
Figure 7.5---3
The Mixing Valve (Figure 7.5--3) contains a thermostat that stops oil flow in one direction when it is
cold and allows oil to flow from another direction when it reaches operating temperature. When the
temperature is below 140_F (63_C), oil flows from port “B” to port “A”, thus bypassing the oil cooler
altogether. When the temperature increases to 160_F (71_C), the thermostat is completely
opened and all the oil flows from from port “C” to “A” and shuts off all flow to “B”. At temperatures in
between 140_F (63_C) and 160_F (71_C), some oil flows through port “B” to “A” and some oil flows
through the cooler and from “C” to “A”. Under normal operation, some oil is flowing through both “B”
and “C”. The normal discharge temperature of the oil leaving the air end should be between 180_F
(83_C) and 220_F (104_C).
Oil Cooler
The Compressor Oil Cooler (Figure 7.5--4) is a single pass unit. Hot oil enters from the bottom of the
cooler and cool oil exits out the top. This prevents any air bubbles that may have been carried along
with the oil from being trapped in the top and creating a vapor barrier.

DM45SP/DMLSP
Oil Cooler (continued)

The cooler is made up of three sections. The larger section cools the compressor oil, the middle
section cools the engine coolant and the smaller section cools the hydraulic oil.
COMPRESSOR HYDRAULIC
OIL COOLER OIL COOLER
ENGINE
RADIATOR
Figure 7.5---4
Relief Valve
A 50 psi Relief Valve (Figure 7.5--5) is connected between the inlet and outlet of the oil cooler.
RELIEF VALVE 50 PSI

Figure 7.5---5
If the cooler becomes plugged and the inlet pressure becomes 50 psi higher than the outlet
pressure, the relief valve opens and allows oil to bypass the cooler. When the differential pressure
is reduced below 50 psi, the valve will close and normal flow resumes.
Oil Filter
10M FILTER Figure 7.5---6
A 10 micron filter (Figure 7.5--6) is installed at the outlet of the cooler before the oil reaches the
compressor. It catches any contaminants that may have been picked up in the circuit and prevents
them from plugging the orifices at the inlets to the bearings.
Discharge Check Valve
The Discharge Check Valve is located at the outlet of the compressor and prevents any oil or air,
under pressure, from backing up into the compressor housing. While the compressor is running, oil
and air are being forced out of the compressor housing and this keeps the Discharge Check Valve
open. When the compressor is stopped nothing is coming from the compressor side, but pressure
is built up in the receiver. This would pressurize the compressor housing if the Discharge check
Valve were not there.
DISCHARGE
CHECK VALVE
Figure 7.5---7
Figure 7.4--8 shows the valve being held open. It has a single spring. The hinge must be mounted
on top to prevent the valve from staying open when the drill is shut down. Notice the white nylon ring
that forms a tight seal to prevent back flow when the drill is stopped.

DM45SP/DMLSP
LUBRICATION SYSTEM (continued)
Oil Flow
The layout for the lubrication system is shown below in. Oil is stored in the receiver tank. At startup,
the pump must pull the oil from the tank. When air pressure rises in the receiver, oil is pushed by air
pressure from the tank to the oil pump. The pump then moves the oil to the mixing valve and/or the
cooler. Depending on the oil temperature, it either flows through the mixing valve, filter and into the
compressor oil manifold or through the oil cooler and then the mixing valve, filter and to the
compressor oil manifold.
From the compressor manifold, oil passes into the air end. Oil is pumped to each bearing and rotor
and into the cavity of the air end to mix with the air being compressed. This controls the
temperature of the discharge air. When the air has been compressed, the oil/air mixture passes
into the receiver tank to be separated.
SCAVENGER LOW PRESSURE LUBE OIL SYSTEM

LINE
RECEIVER
COOLER
RELIEF
VALVE
DISCHARGE
CHECK VALVE
AIR INLET
C
B MIXING
VALVE
A
OIL
COMPRESSOR
PUMP
FILTER Figure 7.5---8

DM45SP/DMLSP
SEPARATION SYSTEM
Lubricating oil is forced through the air end to cool, seal and lubricate the rotors. When the oil is
pumped into the receiver--separator tank, it must be separated from the air going down the hole.
This is accomplished in three steps.
1. The Air/Oil mixture enters the receiver through the inlet pipe and splashes against the inner
walls. This forces the majority of oil to fall to the bottom of the tank and remain there.
SIDE VIEW TOP VIEW
STEP 1
99% OF OIL REMOVED
FROM OIL/AIR MIXTURE
AIR/OIL
IN TANK
OIL
Figure 7.5---9
FLOW
2. When the down stream air line is opened and air flows down the hole, some of the remaining oil
is carried along with it into the filter area. A metal canister prevents oil from flowing through the
filter directly. The air/oil mixture enters the outer edge of the element and moves towards the
center. As the oil travels through the element, it is slowed down by friction and gravity pulls it
downward. Most of the oil drops out the bottom of the element and falls into the reservoir.
DISCHARGE AREA
ELEMENT
STEP 2
0.9% OF OIL REMOVED FROM
SHELL OF
OIL/AIR MIXTURE IN TANK
ELEMENT
Figure 7.5---10
AIR
OIL
OIL LEVEL
3. The final step in the separation process is removing any remaining oil from the element so it is
not carried over into the down hole air stream (see Figure 7.5--11). When enough excess oil is
carried into the center of the element, a series of holes in the end of the filter element allows oil
to fill an area between the flange and the element. The scavenger line is connected between
the flange and the inlet of the compressor. Since there is a differential pressure between the
receiver tank and the low pressure area of the compressor, oil and air are forced through the
scavenger line into the inlet area of the air end, thus removing the last of the oil carryover. A
0.94” orifice in the line prevents excessive amounts of air loss.

DM45SP/DMLSP
SEPARATION SYSTEM (continued)
SCAVENGER LINE
DISCHARGE
STEP 3
0.1% OF OIL REMOVED FROM
OIL/AIR MIXTURE IN TANK
AIR
OIL
INLET
HOSE
RECEIVER
TANK
ORIFICE COMPRESSOR
SCAVENGER SYSTEM
Figure 7.5---11
It is important to note when changing separator elements that the element be installed correctly.
The word “TOP” should always be on top to insure that the drain holes are at the bottom (see Figure
7.5--12). This prevents excessive buildup in the scavenger area.
OIL FLOW
GASKET
SCAVENGER LINE TOP

COVER
STAPLE
OIL BUILD UP
FLANGE
HOLES STAPLE
ELEMENT
Figure 7.5---12 DRAIN HOLES

VIEW SHOWING DRAIN
END VIEW OF
HOLES AT TOP
SEPARATOR ELEMENT
Another item to watch when changing elements is to be sure that the staples in the gaskets are left
there to prevent a static electric charge from building up and causing a fire.

DM45SP/DMLSP
REGULATION SYSTEM
The regulation system controls the pressure and volume of the air going down the hole to the bit.
The Butterfly Valve (also called the “Inlet Valve”) is manually opened and closed by the compressor
control handle in the operator’s control console in the cab (see Figure 7.5--13). Normal drilling is
performed when the operator pulls the handle toward him to open the Inlet Valve while the engine
is at full RPM. This allows air into the compressor inlet and it is compressed as it goes through the
air end. The compressed air is forced into the Receiver Tank and as long as the pressure is greater
than 20 psi, air will flow to the bit through the standpipe. A Minimum Pressure Valve is mounted
between the receiver tank and the standpipe to insure there is always 20 psi in the tank. This
pressure forces oil into the Oil Pump to insure a positive flow to the lubrication system at all times.
COMPRESSOR
CONTROL LEVER
USED AS AIR
THROTTLE ON LOW
PRESSURE DRILLS
Figure 7.5---13
A Discharge Check Valve is located at the discharge of the air end to prevent any pressure from
returning to the air end when the drill is stopped. While the drill is running, there is a flow of oil being
pumped into the air end whether air is being compressed or not. This oil is forced out of the air end
into the Receiver Tank through the Check Valve.
There is a scavenger line connected from the base of the Separator Element to the inlet area on the
air end. This line removes the excess oil from the element and returns it to the air end. Refer to the
previous SEPARATION SYSTEM Section for more information.
REGULATION SYSTEM COMPONENTS

The 226mm air end regulation system has one manual control to open and close the inlet valve and
several other automatic devices to operate the system.
Inlet “Butterfly” Valve
INLET “BUTTERFLY” VALVE

ORIFICE
Figure 7.5---14
The Inlet Butterfly Valve is a round, wafer valve that sits on top of the compressor. It has a shaft that
is connected to the center of the valve. This is where the linkage for the Control Cable and the Air
Cylinder are attached.

DM45SP/DMLSP
REGULATION SYSTEM COMPONENTS (continued)

Orifice in Inlet Valve
There is an orifice drilled in the Inlet Butterfly Valve (Figure 7.5--14) to allow outside air to enter the
compressor at all times. This opening allows enough air into the compressor to provide pressure to
the auxiliary functions such as the air pulse on the dust collector.
INLET BUTTERFLY VALVE
VACUUM SWITCH
Figure 7.5---15
A Vacuum Switch (Figure 7.5--15) is attached to the compressor housing just under the Inlet
Butterfly Valve.
When the Inlet Butterfly Valve is closed, a vacuum is developed in this area that closes a 24 VDC
switch when it reaches 15 in. Hg.
When the Inlet Butterfly Valve is opened, vacuum is lost and the switch opens, releasing the
solenoid in the Control Valve.
Control Valve
24VDC
SOLENOID
SWITCH
CONTROL
VALVE
Figure 7.5---16
The Control Valve is a two position, three way valve that connects the Blowdown Valve with both
the suction and discharge sides of the compressor. It is operated by a 24 VDC Solenoid Switch on
one end and a spring on the other. If the solenoid is not activated, the spring will move it to the
default or pressure setting. This allows pressure from the compressor to pilot the Blowdown Valve
closed.

DM45SP/DMLSP

DISCHARGE
CHECK VALVE
Figure 7.5---17
Blowdown Valve
RECEIVER
TANK
BLOWDOWN
VALVE
SILENCER
LOCATED UNDER THE DECKING Figure 7.5---18
NEXT TO THE RECEIVER TANK
The Blowdown Valve (Figure 7.5--18) maintains the balance of pressure between the air entering
through the orifice and escaping through the Minimum Pressure Valve. When the Inlet Butterfly
Valve is closed, air is still being compressed and the pressure in the Receiver Tank would build until
the Safety Valve opened. Whenever the vacuum switch closes, the Control Valve is positioned to
allow pilot pressure to bleed off from the Blowdown Valve and it opens, allowing pressure to bleed
through the silencer and maintain the same pressure in the Receiver Tank.

DM45SP/DMLSP

Receiver Tank
DISCHARGE SCAVENGER LINE
AIR
VERTICAL
RECEIVER OIL
TANK
Figure 7.5---19
The Receiver Tank serves several purposes. It contains the lubricating oil that is used to cool and
lubricate the compressor. It serves as a reservoir for the compressed air. Also, the Separator
Element helps to separate the oil from the air.
Minimum Pressure Valve
Figure 7.5---20
MINIMUM PRESSURE VALVE SAFETY RELIEF VALVE
The minimum pressure relief valve (Figure 7.5--20) opens when the pressure in the Receiver Tank
reaches 20 psi. It maintains a back--pressure in the Receiver to force oil out of the tank into the
lubricating system. If this valve were not present, the air pressure would drop to 0 psi and the
lubricating system would not get enough oil to keep the compressor cool.
Safety Relief Valve
All drills are equipped with safety valves (Figure 7.5--20). The setting on these valves is 25--50 psi
higher than the maximum working pressure. The only function of a safety valve is to prevent
damage to the receiver tank in case of other failures. It should never be used as a high pressure
relief valve for two reasons. One, the pressure setting is above the allowable working pressure of
the compressor. Two, the safety valve loses a small amount of spring tension every time it is
opened. Therefore, the pop off pressure will be reduced each time it is opened and will shortly open
below the normal operating pressure and will have to be replaced.

DM45SP/DMLSP
100 psi Check Valve
100 PSI
CHECK
VALVE
Figure 7.5---21
AIR CYLINDER
A 100 psi Check Valve (Figure 7.5--21) is attached to the discharge area of the compressor. In the
event that the bit becomes plugged down the hole, air pressure would build up and normally open
the safety valves. An automatic shut off system using the check valve and an air cylinder prevents
this from happening.
Air Cylinder
A single acting Air Cylinder (Figure 7.5--21) with a spring return is attached to the Butterfly Valve
opposite the control Cable. Whenever air pressure exceeds 100 psi, the Check Valve opens and
allows excess pressure to enter the back of the cylinder. When the pressure overcomes the spring
pressure (about 35 psi), the cylinder will extend and close the Butterfly Valve regardless of the
Control Cable position. This will alert the operator that there is a problem downstream. A small
(0.06”) hole is drilled in the inlet fitting of the air line to relieve the pressure in the cylinder when the
check valve closes.
OPERATION
When the drill is first started, the Control Handle in the operator’s cab is in the “OFF” position and
pushed forward. The Inlet Butterfly Valve is closed and the only air entering the compressor is
through the Orifice in the Inlet Butterfly Valve. The closed inlet causes a high vacuum under the
Inlet Butterfly Valve and almost immediately closes the Vacuum Switch. This activates the solenoid
that shifts the Control Valve.
When the Control Valve is shifted, it connects the pilot section of the Blowdown Valve to the
vacuum side of the compressor. The vacuum assists the spring on the Blowdown Valve in shifting
the Control Valve and allows some air from the Receiver Tank to discharge through the silencer.
When the operator pulls the Control Handle and opens the Inlet Butterfly Valve, vacuum is lost at
the Vacuum Switch. The Control Valve changes position to allow pressure from the compressor
discharge to pilot the Blowdown Valve closed and stop all flow from the Receiver Tank. This is the
normal “RUN” position.
LP Compressor Control Lever
This is for low pressure drills only. On Low Pressure drills, the Compressor Control Lever
(figure 7.5--13) is used as an Air Throttle that turns on the compressed air to power the
Downhole Drill (DHD) and cleans the cuttings out of the hole for both rotary and Downhole
drilling.

DM45SP/DMLSP
Start Position
The Control Handle is forward in the “OFF” position. The Inlet Butterfly Valve is closed. When the
compressor starts, some air is allowed to enter through the orifice but the vacuum increases until it
activates the solenoid in the Control Valve. When the Control Valve opens, it reduces pilot pressure
to the Blowdown Valve and the spring shifts the valve to open position. Pressure in the Receiver
Tank is allowed to escape through the Blowdown Valve. Air pressure in the Receiver Tank is
maintained at a minimum until the Inlet Butterfly Valve is opened. Refer to START OR OFF MODE
Schematic below.
START OR OFF MODE

TO BIT
A. SHOWN WITH INLET VALVE CLOSED
MINIMUM
PRESSURE SCAVENGER B. VACUUM SWITCH CLOSED
VALVE LINE C. CONTROL VALVE OPEN
.187” D. BLOWDOWN VALVE OPEN
SAFETY
VALVE
MAINFOLD 150 PSI
D BLOWDOWN
VALVE
CHECK
DISCHARGE VALVE
CHECK VALVE 100 PSI
C
COMPRESSOR
CONTROL VALVE
CONTROL
HANDLE A
B
CYLINDER
24VDC
MANUAL .06”
CABLE VACUUM 15 IN. Hg
.059” SWITCH
INLET VALVE
SPRING
(BUTTERFLY)
PRESSURE
AIR FILTER
35 PSI Figure 7.5---22

DM45SP/DMLSP
Run Position
When the operator wishes to drill, he pulls the Control Handle and opens the Inlet Butterfly Valve.
This action causes the Vacuum Switch to open and the Control Valve shifts by spring pressure to
the open position. This action pilots the Blowdown Valve closed and stops all air from escaping
through the Blowdown Valve. All air pressure is then directed down the hole through the Minimum
Pressure Valve. Refer to RUN MODE Schematic below.
TO BIT
RUN MODE
MINIMUM A. SHOWN WITH INLET VALVE OPEN
PRESSURE SCAVENGER
VALVE B. VACUUM SWITCH OPEN
LINE
C. CONTROL VALVE CLOSED
.187”
D. BLOWDOWN VALVE CLOSED
SAFETY
VALVE
150 PSI
MAINFOLD
D BLOWDOWN
DISCHARGE VALVE
CHECK
CHECK
VALVE
VALVE
100 PSI
C
COMPRESSOR
CONTROL VALVE
CONTROL
A
HANDLE
MANUAL B
CABLE CYLINDER 24VDC
.06”
INLET VALVE VACUUM 15 IN. Hg
(BUTTERFLY) .059” SWITCH
SPRING
PRESSURE
AIR
35 PSI Figure 7.5---23
FILTER

DM45SP/DMLSP
Stuck Bit Position

In the event the drill bit becomes plugged, pressure in the system would build up until it blew the
Safety Valves. To prevent this, a Check Valve and Air Cylinder are installed in the system.
Whenever the receiver pressure approaches the safety setting, the Check Valve opens and allows
pressure to flow to the Air Cylinder. The Air Cylinder is directly connected to the Inlet Butterfly Valve
and closes it when air pressure overcomes the Check Valve setting and the spring in the Air
Cylinder. Refer to STUCK BIT CONDITION Schematic below.
TO BIT STUCK BIT CONDITION

(DRILL SHOWN IN RUN MODE)
MINIMUM A. SHOWN WITH INLET VALVE OPEN
PRESSURE SCAVENGER B. VACUUM SWITCH OPEN
VALVE LINE C. CONTROL VALVE CLOSED
.187” D. BLOWDOWN VALVE CLOSED
MAINFOLD
SAFETY
VALVE
150 PSI
D BLOWDOWN
DISCHARGE VALVE
CHECK
VALVE
C 100 PSI
CHECK
COMPRESSOR VALVE
CONTROL VALVE OPENS
CONTROL
HANDLE A
MANUAL B
CABLE CYLINDER
24VDC
.06”
INLET VALVE VACUUM 15 IN. Hg
(BUTTERFLY) .059” SWITCH
SPRING
AIR FILTER
PRESSURE
35 PSI
AIR PRESSURE EXTENDS CYLINDER
AND CLOSES INLET VALVE Figure 7.5---24

DM45SP/DMLSP
COMPRESSOR RELATED PROBLEMS
Trouble shooting and repairs of defects in the mechanical functioning of the compressor systems
requires specialist knowledge. All compressor related problems should be referred to your local
service support for assistance and are not considered part of operator maintenance covered in this
manual. If you are unable to determine the cause of the problem, contact your local Drilling
Compressor Related Problems Trouble Shooting Chart

High discharge temperature S Check for low oil level
Drill Shuts Down After A Short S Check for obstructions in oil
Running Time cooler
S Check fan speed
Butterfly valve stuck in closed Adjust linkage and/or stop on
Compressor Is Turned On, position UL88 regulator
But Does Not Produce UL88 has hole in diaphragm Replace diaphragm
Compressed Air
Pressure switch adjusted too Adjust pressure switch to
low required pressure setting
Oil carryover through discharge S Check for high oil level in
Excessive Oil Consumption air hose separator
S Check for plugged orifice in
scavenger line
Volume control adjusted to Close volume control
lower setting
Compressor Makes Air But Butterfly valve not completely Adjust UL88 and/or linkage
Volume Is Low open
Clogged air inlet filter Clean or replace filter elements
Broken butterfly valve Replace valve

DM45SP/DMLSP

DM45SP/DMLSP
7.6 --- HIGH PRESSURE COMPRESSOR

OVERVIEW
A compressor is considered high pressure if the discharge pressure is 250 psi or greater. All I--R
high pressure compressors have discharge pressures of 350 psi. They are designated either HR2
or HR2.5. These models describe the rotor sizes. for example, the HR2 has two sets of rotors; a
226mm size and a 127.5mm size. The HR2.5 has two sets of rotors; 226mm x 2\127.5mm. The size
of the rotors and their speed determine the inlet volume of the air end. There are three sizes;
900,cfm, 1050 cfm and 1250 cfm.There are three systems on a rotary screw compressor: the
lubrication system, the separation system and the regulation system. Each system is critical to the
operation of the air end and the systems are all interrelated.
LUBRICATION SYSTEM COMPONENTS
The equipment used in the lubrication section includes the Receiver Tank, Mixing Valve, Oil Cooler,
Bypass Valve, Strainer, Filters, Oil Pump, Relief Valve, Discharge Check Valve and special oil.
Receiver -- Separator Tank
The receiver tank (Figure 7.6--1) contains the lubricating oil for the compressor. The oil is removed
from the air by centrifugal force, gravity, velocity and filtration. The receiver tank has an oil level
sight glass that shows the oil level at all times. The oil level glass should be at least half full when the
drill is shut down and oil must show in the glass when the drill is running.
SEPARATOR
ELEMENT
SIGHT
GLASS OIL
LEVEL
Figure 7.6---1
Oil Pump
The oil pump (Figure 7.6--2) is a gear type pump, driven from the rear of one of the compressor
rotors. It operates whenever the compressor is turning. It is speed sensitive and pumps at rated
volume only when the compressor is at full RPM.
FLOW OUT
PUMP
SHAFT
STRAINER
IN
Figure 7.6---2
It acts as a normal pump when the oil is cold but becomes a restriction to maintain oil flow from the
receiver tank when the compressor is operating at normal pressure and temperature. This
prevents all the oil from being forced out of the receiver tank at once and flooding the compressor
rotors. There is no shaft seal in this pump since it is being lubricated by the same oil it is pumping.

DM45SP/DMLSP

Strainer
A 40 mesh (150 micron) strainer is mounted just before the inlet to the oil pump as shown in Figure
7.6--2. It protects the pump and catches any foreign debris such as hose pieces and parts of the
reinstalled every 500 hours.
Oil Cooler
The cooler package is made up of three sections. The larger section cools the compressor oil, the
middle section cools the engine coolant and the smaller section cools the hydraulic oil.
COMPRESSOR HYDRAULIC
OIL COOLER OIL COOLER
ENGINE
RADIATOR
Figure 7.6---3
The Compressor Oil Cooler (Figure 7.6--3) is a single pass unit. Hot oil enters from the bottom of the
cooler and cool oil exits out the top. This prevents any air bubbles that may have been carried along
with the oil from being trapped in the top and creating a vapor barrier.
Compressor Oil
The very high pressure created in these air ends requires a special oil. This oil is not compatible
with certain types of O--rings. Therefore, we use “Viton” type O--rings in the air end fittings and
filters. The oil is also not compatible with other oils and should never be mixed with other oil. High
Pressure compressors use DRILLCare HP-350 oil.I--R XHP605 oil.
Be sure to change the filters every 500 hours.
Mixing Valve
PORT C
MIXING VALVE PORT B
PORT A
Figure 7.6---4
The Mixing Valve (Figure 7.6--4) contains a thermostat that stops oil flow in one direction when it is
cold and allows oil to flow from another direction when it reaches operating temperature. When the
temperature is below 140_F (63_C), oil flows from port “B” to port “A”, thus bypassing the oil cooler
altogether. When the temperature increases to 160_F (71_C), the thermostat is completely
opened and all the oil flows from from port “C” to “A” and shuts off all flow to “B”. At temperatures in
between 140_F (63_C) and 160_F (71_C), some oil flows through port “B” to “A” and some oil flows
through the cooler and from “C” to “A”. Under normal operation, some oil is flowing through both “B”
and “C”. The normal discharge temperature of the oil leaving the air end should be between 180_F
(83_C) and 220_F (104_C).
DM45SP/DMLSP
Relief Valve / Check Valve
RELIEF VALVE
RELIEF
VALVE
CHECK VALVE
65 PSI
Figure 7.6---5
A 65 psi relief valve (Figure 7.6--5), which replaces the 50 psi relief valve (HR2) and 75 psi relief
valve (HR2.5), is connected between the inlet and outlet of the oil cooler. If the cooler becomes
plugged and the inlet pressure becomes 65 psi higher than the outlet pressure, the relief valve
opens and allows oil to bypass the cooler. When the differential pressure is reduced below 65 psi,
the valve will close and normal flow resumes. The new 65 psi relief valve allows the new, larger oil
cooler system to function properly.
Oil Filter
FILTER LOCATION MAY VARY

DEPENDING ON WHICH AIR
END IS USED
10M FILTER
OIL
HP
COOLER LP COMPRESSOR
COMPRESSOR HP OIL FILTERS
OIL FILTERS COMPRESSOR
OIL FILTERS
Figure 7.6---6
Two10 micron filters are installed at the outlet of the pump before the oil reaches the compressor
bearings. It catches any contaminants that may have been picked up in the circuit and prevents
them from plugging the orifices at the inlets to the bearings.

DM45SP/DMLSP
DISCHARGE
CHECK
VALVE Figure 7.6---7

DM45SP/DMLSP
LUBRICATING SYSTEM OPERATION
TO BIT
HIGH PRESSURE LUBE SYSTEM
HR2/HR2.5 AIR ENDS
MINIMUM 120
PRESSURE PSI
SCAVENGER LINE
VALVE
RECEIVER
COOLER
DISCHARGE
CHECK VALVE
65 PSI
RELIEF
VALVE
150 M C
SCREEN B MIXING
OIL VALVE
COMP. PUMP A
0.94”
MANIFOLD
FILTER ANTI ---RUMBLE

425
PSI VALVE
25 PSI
FILTER
Figure 7.6---8

DM45SP/DMLSP
LUBRICATING SYSTEM OPERATION (continued)

Use Figure 7.6--8 High Pressure Lube System schematic to follow the oil flow in the Lubricating and
Cooling system.
Oil is injected into the air end under pressure. The oil serves three purposes:
1. It cools the air end bearings and rotors.
2. It lubricates the moving parts
3. It seals the clearances between the male and female rotors, and between the rotors and
the housings and end plates.
The discharge check valve prevents air pressure and oil from reentering the compressor when the
drill is stopped.
The receiver--separator serves two purposes:
1. It stores compressed air for future use.
2. It separates the oil from the air.
Oil is forced from the receiver by air pressure flowing through the piping towards the oil cooler. The
oil has three paths it can follow at this point.
1. When the oil is cold, the mixing valve allows oil to bypass the cooler and go directly to the
oil pump (“B” to “A”).
2. As the oil warms up to 140_F (63_C), the thermostat in the mixing valve starts to open and
some oil flows up through the cooler. Most of the oil still flows through the bypass (“B” to “A”
and some “C” to “A”).
3. When the oil temperature reaches 160_F (71_C), the valve is closed completely and all oil
flows through the cooler (“C” to “A”). The valve stays partially open during normal operation
and the discharge temperature of the oil stays between 140_F (63_C) and 160_F (71_C).
If the oil cooler becomes plugged and the differential pressure across the cooler builds up to 65
psi, the relief valve opens and allows oil to bypass the cooler. It still flows from (“C” to “A”) in the
mixing valve.
When the oil exits the mixing valve, it passes through a 40 mesh (150:) screen into the inlet of the
oil pump. When the oil is cold or the receiver is operating at low pressure, the pump performs as a
regular pump by forcing oil into the compressor. But as the temperature and pressure increase, the
pump acts to prevent excess oil from getting into the compressor and flooding it.
Before the oil reaches the pump, it passes through a 40 mesh 150 micron strainer that keeps
larger debris from reaching the pump.
After the oil passes the pump and before it gets to the compressor bearings, it passes through two
(2) 10 micron filters and then flows through a metal manifold that sends oil to all areas of the
compressor. Each bearing has its own supply line. The balance of the oil goes into the low pressure
area of the rotors.
A 425 psi relief valve is located between the oil pump and the compressor and bearings that
prevents damage to the system in case of a high pressure surge during cold starts and/or blockage
in the bearing lines. When the temperature of the oil warms up, the relief valve will close.

DM45SP/DMLSP
SEPARATION SYSTEM
Lubricating oil is forced through the air end to cool, seal and lubricate the rotors. When the oil is
pumped into the receiver--separator tank, it must be separated from the air going down the hole.
This is accomplished in three steps.
1. The Air/Oil mixture enters the receiver through the inlet pipe and splashes against the inner
walls (Figure 7.6--9). This forces the majority of oil to fall to the bottom of the tank and remain
there.
SIDE VIEW TOP VIEW
STEP 1
99% OF OIL REMOVED
FROM OIL/AIR MIXTURE
AIR/OIL
IN TANK
OIL
Figure 7.6---9
FLOW
2. When the down stream air line is opened and air flows down the hole, some of the remaining oil
is carried along with it into the filter area. A metal canister prevents oil from flowing through the
filter directly. The air/oil mixture enters the outer edge of the element and moves towards the
center (Figure 7.6--10). As the oil travels through the element, it is slowed down by friction and
gravity pulls it downward. Most of the oil drops out the bottom of the element and falls into the
reservoir.
DISCHARGE AREA
ELEMENT
STEP 2
SHELL OF 0.9% OF OIL REMOVED FROM
ELEMENT OIL/AIR MIXTURE IN TANK
Figure 7.6---10
AIR
OIL
OIL LEVEL
3. The final step in the separation process is removing any remaining oil from the element so it is
not carried over into the down hole air stream (see Figure 7.6--11). When enough excess oil is
carried into the center of the element, a series of holes in the end of the filter element allow the
oil to fill an area between the flange and the element. The scavenger line is connected between
the flange and the inlet of the compressor. Since there is a differential pressure between the
receiver tank and the low pressure area of the compressor, oil and air are forced through the
scavenger line into the inlet area of the air end, thus removing the last of the oil carryover. A
0.94” orifice in the line prevents excessive amounts of air loss.

DM45SP/DMLSP
SEPARATION SYSTEM (continued)

The HR2/HR2.5 air ends all have an “anti--rumble” valve connected in parallel with the scavenger
orifice. The “anti--rumble” valve is a pilot operated valve that opens when the compressor is not
making air. It allows a large volume of compressed air from the receiver back into the air end to mix
with the oil already being pumped into it. The air acts as a cushion to prevent the “rumbling” sound
caused by oil, in a vacuum, being forced through the rotors. When the compressor inlet is opened,
the “anti--rumble” valve closes and the scavenger orifice operates in the normal fashion.
STEP 3
DISCHARGE SCAVENGER LINE
0.1% OF OIL REMOVED FROM OIL/AIR
MIXTURE IN TANK
AIR INLET
OIL HOSE
RECEIVER
TANK
Figure 7.6---11 ORIFICE COMPRESSOR
VERTICAL RECEIVER SCAVENGER SYSTEM
It is important to note when changing separator elements that the element be installed correctly.
The word “TOP” should always be on top to insure that the drain holes are at the bottom. This
prevents excessive buildup in the scavenger area.
OIL FLOW
GASKET
SCAVENGER LINE TOP

COVER
STAPLE
OIL BUILD UP
FLANGE
HOLES STAPLE
ELEMENT
Figure 7.6---12 DRAIN HOLES

VIEW SHOWING DRAIN
END VIEW OF
HOLES AT TOP
SEPARATOR ELEMENT
Another item to watch when changing elements is to be sure that the staples in the gaskets are left
there to prevent a static electric charge from building up and causing a fire.

DM45SP/DMLSP
REGULATION SYSTEM--HIGH PRESSURE

The regulation system controls the pressure and volume of the air going down the hole to the bit.
All I--R high pressure compressors have discharge pressures of 350 psi. Drilling Solutions uses
the UL88 unloader valve to control the discharge pressure and volume.
REGULATION SYSTEM COMPONENTS

The regulation system on high pressure compressors is designed around the UL88 modulating
valve and includes several other automatic devices to operate the system.
Inlet “Butterfly” Valve
The Inlet Butterfly Valve is a round, wafer valve that sits on top of the compressor. It has a shaft that
is connected to the center of the valve. This is where the linkage for the UL88 Unloader Valve is
attached.
INLET “BUTTERFLY” VALVE

Figure 7.6---13
UL88 Unloader Valve

The regulation system on high pressure compressors is designed around the UL88 modulating
valve. It controls the pressure and volume in the receiver by opening and closing the inlet (butterfly)
valve according to the discharge pressure in the receiver.
POWER POWER METERING METERING

CHAMBER CHAMBER CHAMBER CHAMBER
DIAPHRAGM DIAPHRAGM
UL88
PRESSURE
CONTROL CHAMBER
SPRING METERING PIN
CONTROL METERING SEAT

ARM
Figure 7.6---14

DM45SP/DMLSP
UL88 Unloader Valve (continued)

The UL88 consists of three chambers; the Power Chamber, the Metering Chamber and the
Pressure Chamber (Figure 7.6--14).
There are two diaphragms in the UL88. One is the Power diaphragm and the other is the Metering
diaphragm (Figure 7.6--14). Air pressure works on the Metering diaphragm to open it against
spring pressure in the Pressure Chamber and allow air to flow through the metering seat into the
Power Chamber.
UL88 VALVE METERING CHAMBER
50 PSI
RELIEF
VALVE
INLET
CONTROL BUTTERFLY
SPRING
VALVE
CONTROL
ARM
RECEIVER
Figure 7.6---15
When the air pressure becomes high enough in the Power Chamber, the diaphragm pushes
against the control arm which is held in place by the control spring. This pulls the linkage connected
to the inlet (butterfly) valve and closes it. This cuts off intake to the compressor. When there is no
pressure in the Power Chamber, control spring force holds the inlet valve open (See Figure
7.6--15). There must be air pressure in the Power Chamber to close the inlet valve.
There are several components needed to operate this system correctly. They include an ON--OFF
switch, a linkage control arm, inlet butterfly valve, receiver tank, 100 psi check valve and a 50 psi
relief valve.

DM45SP/DMLSP

ON--OFF Switch
This switch is located in the operator’s console (Figure 7.6--16) and allows air pressure to flow into
the Power Chamber or it can stop the flow. When the ON--OFF switch is turned “OFF”, air flows
through it and pressurizes the Power Chamber Diaphragm. This pushes the control arm back and
closes the inlet valve. Thus when the ON--OFF switch is “OFF”, it is “ON” or actually flowing.
ON--- OFF
When the ON--OFF switch is turned “ON”, air is prevented from getting into the Power Chamber
and the inlet valve stays open making air. On older drills, there is a port in the ON--OFF switch for
exhaust. It must be plugged to operate correctly. On newer drills, there is a ball type valve without
the exhaust. Air bleeds out through the orifice in the 50 psi relief valve.
POWER POWER CHAMBER
CHAMBER METERING CHAMBER
DIAPHRAGM
50 PSI
PRESSURE CHAMBER RELIEF
VALVE
UL88 VALVE
CONTROL
INLET
SPRING BUTTERFLY
VALVE
CONTROL
ARM
100 PSI Figure 7.6---17

ON---OFF
SWITCH CHECK
VALVE RECEIVER

DM45SP/DMLSP
50 psi Relief Valve / Orifice
50 PSI RELIEF
VALVE / ORIFICE
Figure 7.6---18
A 50 psi relief valve is located in the line between the ON--OFF switch and the UL88 Power
Chamber (Figure 7.6--18). There is a small orifice in the valve that allows a certain amount of air to
continuously blow through it. This relieves the pressure in the Power Chamber when the switch is
turned “ON” and lets the Power Chamber diaphragm return to its normal position. The relief valve
works only when a high pressure surge would damage the UL88.
100 psi Check Valve
100 PSI CHECK

(CIGAR) VALVE
Figure 7.6---19
The UL88 and the pressure regulator were designed to operate at 250 psi maximum pressure,
so a 100 psi check (cigar) valve, shown in Figure 7.6--19, was installed in line from the receiver tank
to reduce the final discharge pressure from the check (cigar) valve from 350 psi to 250 psi. When a
drill is first started, air pressure in the receiver tank must increase above 100 psi before the check
valve opens and allows any air to the UL88.

DM45SP/DMLSP

Volume Control Valve
VOLUME
CONTROL
Figure 7.6---20
There may be times when the operator wishes to use a down hole device that uses less air volume
than the compressor is rated for. To prevent the compressor from “hunting” (opening and closing
the inlet valve rapidly), a volume control (Figure 7.6--20) was added. It consists of a needle valve
that can be opened to allow a certain volume of air into the Power Chamber to assist in modulating
the UL88. It should be closed tight for full volume.
POWER POWER CHAMBER INLET

CHAMBER METERING CHAMBER
BUTTERFLY
DIAPHRAGM 50 PSI VALVE
PRESSURE CHAMBER RELIEF
VALVE
UL88 VALVE
CONTROL
ARM
VOLUME CONTROL
VOLUME INLET PARTIALLY
CONTROL CLOSED
VALVE
ON---OFF
SWITCH
100 PSI
CHECK
VALVE
RECEIVER
Figure 7.6---21

DM45SP/DMLSP

Pressure Regulator
Discharge pressure is set by the Pressure Regulator mounted on the control console (Figure
7.6--22). It can be increased or decreased as the situation demands. A spring inside the pressure
chamber puts a minimum amount of pressure on the metering chamber diaphragm. The pressure
regulator increases that pressure up to the maximum psi allowed by the system.
PRESSURE
REGULATOR
Figure 7.6---22
NOTE: The regulator should not be decreased while the compressor is turned ON. Turn the
compressor OFF and bleed the system down, then back the regulator off. Otherwise, the regulator
diaphragm will be destroyed by excess pressure.
POWER METERING CHAMBER
CHAMBER
METERING CHAMBER DIAPHRAGM
50 PSI
PRESSURE CHAMBER
RELIEF
VALVE
UL88 VALVE
INLET
BUTTERFLY
CONTROL
ARM VALVE
VOLUME
CONTROL PRESSURE
VALVE REGULATOR
100 PSI
CHECK RECEIVER
VALVE
Figure 7.6---23
ON---OFF
SWITCH

DM45SP/DMLSP

Anti--Rumble Valve
When the compressor inlet is closed, no air is flowing through the rotors but the oil pump is still
pumping the same volume of oil. This causes the rotors to try to compress oil. The result is backlash
by the rotors that causes a loud “rumbling” sound. To prevent this from doing any damage to the air
end, an anti--rumble valve has been installed (Figure 7.6--24).
PILOT
ANTI ---RUMBLE ORIFICE

VALVE
Figure 7.6---24
This valve allows a measured volume of compressed air from the receiver tank back into the rotor
housing whenever the inlet valve is closed. This air mixes with the oil and cushions the rotors. The
valve is automatically turned off when the inlet valve is opened and all of the air goes down the hole.
The scavenger line is the tube that goes from the inlet to the outlet. An orifice is mounted in the
fitting. This carries the oil/air mixture back to the air end inlet.
UL88 50 PSI
VALVE RELIEF
VALVE INLET
BUTTERFLY
VALVE
PILOT
ANTI--- RUMBLE VALVE
100 PSI SCAVENGER

CHECK LINE
PRESSURE ORIFICE
VOLUME
REGULATOR VALVE
CONTROL
VALVE
ON--- OFF
SWITCH
Figure 7.6---25
DISCHARGE
COMPRESSOR CHECK VALVE RECEIVER

DM45SP/DMLSP
Blow Down Valve

Without a shut off valve, there is still pressurized air trapped in the receiver tank when the drill is
stopped. This air must be exhausted before the drill is started again. An automatic blow down
valve (Figure 7.6--26) is connected to the receiver tank, on the dry side of the separator element, to
relieve the pressure in the tank. A pilot line has been installed between the discharge of the
compressor and the discharge check valve. As long as the compressor is running, pilot pressure
prevents the valve from opening. When the compressor is stopped, there is no pilot pressure
available to keep the valve closed and the spring pressure opens the valve and allows tank air
pressure to escape.
RECEIVER
TANK
BLOW
DOWN
VALVE
MUFFLER
LOCATED UNDER THE DECKING NEXT

Figure 7.6---26 TO THE RECEIVER TANK
On the outlet side of the valve is an orifice and a silencer. The silencer is there to muffle the noise of
the escaping air. The orifice is there to provide enough back pressure to pilot the shut off valve or
exhaust valve closed.
Shutoff Valve
When the drill is stopped, air pressure from the receiver can still flow through the lines and
pressurize the power chamber. This would close the inlet valve and trap air pressure inside the air
end, since the discharge check valve would prevent any air/oil from getting out of the air end. This
would cause a back pressure on the inlet valve and keep it closed. Oil and air would still be entering
the air end through the scavenger line and when the inlet valve finally opens, oil under pressure will
blow through the intake tubes and soak the air cleaners.
Therefore, a shut off valve (Figure 7.6--27) is installed in line between the ON--OFF switch and the
volume control to shut off any air pressure from reaching the power chamber. The shutoff valve is
piloted by the back pressure caused by the orifice downstream from the blow down valve.

DM45SP/DMLSP

Shutoff Valve (continued)
POWER CHAMBER INLET BUTTERFLY

VALVE
UL88
VALVE
TO RECEIVER
VOLUME
CONTROL BLOW
VALVE DOWN
VALVE
SCAVENGER LINE
COMPRESSOR
ON--- OFF SHUT

SWITCH OFF
VALVE
SHUT OFF VALVE

Figure 7.6---27
RECEIVER
Quick Exhaust Valve

Some drills are equipped with a Quick Exhaust valve (Figure 7.6--28) instead of a Shut Off valve.
Figure 7.6---28

DM45SP/DMLSP

Quick Exhaust Valve (continued)
The difference is that the shut off valve stops the flow of air to the UL88 and the exhaust valve
exhausts any air in the lines leading to the UL88. Either system will prevent air from reaching the
Power Chamber. The quick exhaust valve is piloted from the same connection on the Blowdown
Valve. When it receives pilot pressure, it opens and exhausts all the pressure in the line leading to
the Power Chamber, thus preventing ihe inlet valve from closing.
POWER CHAMBER INLET BUTTERFLY
VALVE
UL88
VALVE
TO RECEIVER
EXHAUST
VALVE
BLOW
DOWN SCAVENGER LINE
VALVE
COMPRESSOR
VOLUME ON--- OFF

CONTROL SWITCH
VALVE
QUICK EXHAUST VALVE

Figure 7.6---29 RECEIVER
Minimum Pressure Valve

A minimum pressure valve (Figure 7.6--30) is installed between the receiver and the main air hose
which goes to the tower air hard piping. Its only purpose is to maintain a minimum amount of
pressure in the receiver tank to force the oil into the lubrication system. On most high pressure
drills, the valve is set at 120 psi (140 psi on HR2.5 compressors). This means that the down hole
pressure may be 50 psi or 350 psi but the receiver tank never sees a pressure less than 120 (140)
psi. It does not control the volume of air in CFM. It only restricts the outlet pressure. It has nothing to
do with the pressure shown on the pressure gauge at startup.

DM45SP/DMLSP
MINIMUM
PRESSURE
VALVE
SAFETY
RELIEF
VALVE
RECEIVER Figure 7.6---30
Safety Relief Valves

All drills are equipped with safety valves (Figure 7.6--30). The setting on these valves is 25--50 psi
higher than the maximum working pressure. The only function of a safety valve is to prevent
damage to the receiver tank in case of other failures. It should never be used as a high pressure
relief valve for two reasons. One, the pressure setting is above the allowable working pressure of
the compressor. Two, the safety valve loses a small amount of spring tension every time it is
opened. Therefore, the pop off pressure will be reduced each time it is opened and will shortly open
below the normal operating pressure and will have to be replaced.
Drill Air Throttle Valve
All high pressure drills are equipped with a drill air throttle valve (Figure 7.6--31) to control the air
flow down the hole. These valves can be metered to prevent excess air flow from disturbing the
formation. The throttle valve is connected downstream from the minimum pressure valve. The
throttle valve should always be opened slowly to prevent premature damage to the
separator element.
DRILL AIR
THROTTLE
CONTROLLER
DRILL AIR
Figure 7.6---31
THROTTLE VALVE
The Drill Air Throttle Controller (Figure 7.6--31) controls the drill air throttle valve which allows air
flow to the drill string and allows air flow down the hole to operate the DHD (Down Hole Drill) and
clean the hole. It is used to turn ON/OFF the drilling air during drill rod or hammer changes. It can
be adjusted to a lower setting while collering the hole. This is an option for high pressure drills
only.

DM45SP/DMLSP
Service Connection
UPPER
MANIFOLD
PRESSURE
GAUGE
BALL
VALVE
PRESSURE
REGULATOR
& GAUGE
LOWER RELIEF
MANIFOLD VALVE
Figure 7.6---32
A ball valve and a pressure regulator (Figure 7.6--32) are connected to the main discharge piping to
accommodate tools and equipment that use air power. The pressure regulator is used to lower the
high operating pressure to the tool operating pressure, usually around 100 psi. The ball valve is
there to reduce the load on the regulator when it is not being used.
Note: Do not operate the service air pressure at normal discharge pressure, since most air
tools are rated for no more than 100 psi.
Pressure Gauge
A pressure gauge (Figure 7.6--32) is connected to the upper manifold on the receiver tank before
the minimum pressure valve. It reads tank pressure at all times. If a rotary bit or other device is
being used down hole that requires less than minimum pressure setting, the gauge will read only
minimum pressure. A second gauge must be installed in the standpipe to read actual down hole
pressure if you are operating below minimum pressure.

DM45SP/DMLSP
Regulation System Schematic
POWER METERING
INLET
CHAMBER CHAMBER
BUTTERFLY
PRESSURE
CONTROL VALVE
SPRING CHAMBER 50 PSI
RELIEF
UL88 VALVE
CONTROL
ARM
LINKAGE
ON---OFF
100 PSI
SWITCH
CHECK
VALVE
COMPRESSOR
RECEIVER
DISCHARGE
Figure 7.6---33
CHECK VALVE
The drawing in Figure 7.6--33 shows the basic layout of the regulation system for high pressure
drills. Air pressure is pumped into the receiver tank from the compressor. As the pressure reaches
100 psi, the check valve opens and allows air to flow through the metering line into the Metering
Chamber. At the same time, air flows through the ON--OFF switch into the Power Chamber. When
the pressure builds up past 100 psi enough to overcome the control spring (45 psi), the inlet
butterfly valve will close and the compressor will stop making air. This is why the compressor inlet
butterfly valve closes at 145 psi on start up.

DM45SP/DMLSP
Regulation System Schematic (continued)
POWER METERING INLET

CHAMBER CHAMBER
CONTROL
BUTTERFLY
SPRING PRESSURE VALVE
CHAMBER 50 PSI
RELIEF
UL88 VALVE
CONTROL
ARM
LINKAGE
VOLUME
CONTROL
PRESSURE
REGULATOR
100 PSI
CHECK
VALVE
ON---OFF
SWITCH
COMPRESSOR
RECEIVER
DISCHARGE
CHECK VALVE
Figure 7.6---34
SCAVENGER LINE
The drawing in Figure 7.6--34 shows the volume control and the pressure regulator. It also shows
the scavenger line and orifice between the receiver and the compressor low pressure area.

DM45SP/DMLSP
SHUTDOWN SYSTEM
POWER METERING
CHAMBER CHAMBER
CONTROL PRESSURE
SPRING CHAMBER 50 PSI
RELIEF
UL88 VALVE
DISCHARGE
CONTROL CHECK VALVE INLET
ARM BUTTERFLY
VALVE
LINKAGE
BLOWDOWN
QUICK VALVE
EXHAUST
VALVE
ANTI--- RUMBLE
VALVE
SCAVENGER LINE
VOLUME COMPRESSOR
CONTROL
100 PSI
ON--- OFF PRESSURE MUFFLER CHECK
SWITCH REGULATOR VALVE
Figure 7.6---35
RECEIVER
The shutdown system, shown in Figure 7.6--35, consists of a pilot operated blowdown valve and a
shut off valve or a quick exhaust valve. When the drill is stopped, pilot pressure is lost to the
blowdown valve and the spring opens the valve so the receiver tank blows down. There is an orifice
between the blowdown valve and the muffler that causes enough back pressure to activate the
pilot on the shut off or quick exhaust valve. This will either stop all flow to the Power Chamber of the
UL88 or exhaust the pressure coming to the Power Chamber, thus preventing the inlet butterfly
valve from closing. At the same time, pilot pressure to the anti--rumble valve is lost and it closes.
This allows only scavenger air to enter the compressor cavity.

DM45SP/DMLSP
OPERATION
Starting
Before starting the drill, make sure the compressor ON--OFF Switch is OFF, the Drill Air Throttle is
closed and the Pressure Regulator is set properly (See Figure 7.6--36). Once the drill has started
and all fluids are at operating temperatures, check the discharge pressure gauge on the operator’s
console. It should be about 140--145 psi. Next, turn the ON--OFF Switch to the ON position. This
action cuts off the flow to the Power Chamber. Now all the pressure is passing through the 100 psi
check valve and into the Metering Chamber.
BIT AIR (DISCHARGE) PRESSURE

PRESSURE GAUGE REGULATOR
DRILL AIR
THROTTLE
Figure 7.6---36 CONTROLLER
VOLUME COMPRESSOR
CONTROL ON--- OFF SWITCH
When the pressure pushing on the Metering diaphragm overcomes the spring pressure in the
Pressure Chamber, the metering pin will be pulled out of its seat and allow air pressure into the
Power Chamber. Pressure will increase in the Power Chamber until pressure against that
diaphragm overcomes the control spring and pushes the control arm back which closes the inlet
butterfly valve.
Drill pressure is adjusted by increasing or decreasing the pressure on the regulator on the console.
To increase pressure, simply turn the “T” handle clockwise while watching the pressure gauge on
the panel. Once it has reached the proper pressure, release the handle. To reduce pressure on
the system, refer to the procedure at the end of this section. Do not simply unscrew the
handle.

DM45SP/DMLSP
OPERATION (continued)
Drilling
When the operator is ready to start a DHD (Down Hole Drill), slowly open the air throttle (See
Figure 7.6--36). This will allow the pressure in the receiver tank to escape down the hole without
damaging the separator element. Sudden release of pressure will shorten the life of the element.
When the hole is completed or the operator wants to add another drill pipe, he simply closes the
Drill Air Throttle. Pressure increases in the receiver and control lines until the inlet butterfly valve is
closed by pressure in the Power Chamber. The operator does not have to turn the ON--OFF switch
to the OFF position unless air is not going to be needed for a time. Pressure will stay at the setting of
the regulator until the Drill Air Throttle is opened again.
Shutting Down
Before stopping the engine, the operator must release high pressure air from the receiver
tank.
1. Turn the ON--OFF Switch to OFF (See Figure 7.6--36).
2. Open the Drill Air Throttle slowly, and allow as much pressure as possible to escape from the
receiver tank.
3. The tank pressure should read no higher than140--150 psi.
4. When the pressure gauge shows 140--150 psi, stop the engine.
5. The automatic blowdown valve should open and exhaust all the air pressure from the tank.
6. If the blowdown stops blowing before all the air is out of the tank, physically check to see if the
inlet butterfly valve is open. If it is not, manually open the valve.
If the drill is shut down under high pressure, the anti--rumble valve will still be open because there is
pressure in the Power Chamber to pilot it open. The line from the UL88 inlet valve is still seeing
pressure because the 100 psi check valve is open. This pressure causes the inlet butterfly valve to
stay closed. The discharge check valve is also closed from tank pressure so the air end becomes a
pressure vessel. Now, pressure on both sides of the inlet butterfly valve are trying to push it up
evenly and it cannot open.
If the blowdown valve does not start to blow down, it will very quickly be piloted closed from
pressure in the air end. Now oil and air are being forced into the air end and will continue to do so
until tank pressure bleeds down low enough to allow the 100 psi check valve to close, cutting off
flow to the UL88.
When the inlet butterfly valve finally opens, the air and oil mixture will escape with high velocity
through the inlet and up through the inlet tubes to the air cleaners. Enough oil will be present to
saturate the primary cleaner and render it useless.
This is why the compressor should never be shut down intentionally under high pressure. If
there is a shutdown switch triggered by low oil or engine problems, there is nothing one can do but
clean up the mess and replace the air cleaner element.

DM45SP/DMLSP
AIR PRESSURE REGULATOR
Theory of Operation
The Air Pressure Regulator (See Figure 7.6--37) used on all high pressure drills is a pressure
reducing valve that can handle inlet pressures up to 300 psi and reduce the output pressure to a
range of 10 psi to 250 psi. It will operate within a temperature range of 0_F(--17.8_C) to 175_F
(79.4_C).
When the drill is first started, there is no air pressure in the regulator or the pressure chamber of the
UL88. Air pressure builds up in the metering chamber as the compressor develops air pressure.
At the same time, pressure is allowed into the power chamber and when receiver pressure
overcomes the 100 psi check valve and the control spring on the UL88, the inlet valve closes. This
condition is static until the compressor ON--OFF switch is turned “ON”.
Once the compressor is loaded by turning the ON--OFF switch to “ON”, pressure builds in the
metering chamber until it overcomes the spring setting in the pressure chamber. Then the metering
pin pulls away from the seat and lets pressure escape into the power chamber.
POWER METERING PRESSURE

CONTROL
CHAMBER CHAMBER CHAMBER
SPRING
“T” HANDLE
LOCK NUT
ORIFICE
SPRING UL88 VALVE
CONTROL
DIAPHRAGM ARM
VALVE PIN
IN OUT
INLET VALVE
ASSEMBLY
Figure 7.6---37
AIR PRESSURE REGULATOR

DM45SP/DMLSP
AIR PRESSURE REGULATOR (continued)

Increasing Pressure
To increase the discharge pressure down the hole, the air regulator pressure must be
increased. This is done by screwing the “T” handle clockwise. Each full turn increases the
discharge pressure by about 60 psi. As the “T” handle is screwed in, the cone in the diaphragm
forces the small pin against the inlet valve assembly and opens the valve. Inlet pressure is
allowed to flow through the valve and into the pressure chamber of the UL88. At the same time,
pressure is ported to the base of the diaphragm. As air pressure in the system increases, the
force working on the area of the diaphragm increases until it overcomes the spring setting on
top of the diaphragm. This action relieves pressure on the inlet valve spring assembly and cuts
off flow to the UL88. When the correct discharge pressure is obtained, the handle is set by
tightening the lock nut on the handle.
As air pressure varies down the hole, the metering chamber pressure varies with it. When
receiver pressure builds up enough to overcome the spring and regulator pressure in the
pressure chamber, the metering pin comes off the seat and air flows into the power chamber,
closing the inlet valve.
Increasing discharge pressure causes no problem for the air pressure regulator or the UL88.
However, reducing pressure by using the improper procedure can damage both the regulator
diaphragm and the metering chamber diaphragm.
The air pressure on the downstream side of the air regulator and in the pressure chamber of the
UL88 is trapped by the pressure on the inlet side of the air regulator. If the spring pressure on
top of the diaphragm is released by unscrewing the “T” handle without lowering the inlet
pressure, air pressure acting on the bottom of the diaphragm will rupture it after several
improper uses.
Decreasing Pressure
The proper procedure is to turn OFF the Compressor On--Off Switch, BLOW the receiver
pressure down to minimum using the DRILL AIR VALVE and then UNSCREW the “T” handle
to minimum. This action relieves the high pressure on the valve assembly and lets the higher
pressure in the downstream side open the valve assembly, thus pulling the valve pin away from
the diaphragm cone. The air trapped in the diaphragm will exhaust through the center port of
the diaphragm and relieve all pressure in the UL88 and under the diaphragm. There is a port on
the side of the air regulator cap that allows air pressure out of the system.
Damage to the metering chamber diaphragm can be caused by relieving spring pressure in the
air regulator while under high pressure in the system. This will leave high pressure in the
metering chamber and no pressure in the pressure chamber. The uneven pressure will rupture
the diaphragm prematurely.
Relieving the high pressure in the system while there is still pressure in the pressure chamber
will not cause the same problem to the metering chamber diaphragm since the metering pin
prevents the diaphragm from collapsing excessively. As soon as the pressure is relieved in the
system, the “T” handle can be unscrewed and the pressure will relieve in the regulator system.

DM45SP/DMLSP
COMPRESSOR RELATED PROBLEMS
Trouble shooting and repairs of defects in the mechanical functioning of the compressor systems
requires specialist knowledge. All compressor related problems should be referred to your local
service support for assistance and are not considered part of operator maintenance covered in this
manual. If you are unable to determine the cause of the problem, contact your local Drilling
Compressor Related Problems Trouble Shooting Chart

High discharge temperature S Check for low oil level
Drill Shuts Down After A Short S Check for obstructions in oil
Running Time cooler
S Check fan speed
Butterfly valve stuck in closed Adjust linkage and/or stop on
Compressor Is Turned On, position UL88 regulator
But Does Not Produce UL88 has hole in diaphragm Replace diaphragm
Compressed Air
Pressure switch adjusted too Adjust pressure switch to
low required pressure setting
Oil carryover through discharge S Check for high oil level in
Excessive Oil Consumption air hose separator
S Check for plugged orifice in
scavenger line
Volume control adjusted to Close volume control
lower setting
Compressor Makes Air But Butterfly valve not completely Adjust UL88 and/or linkage
Volume Is Low open
Clogged air inlet filter Clean or replace filter elements
Broken butterfly valve Replace valve
1. Excessive foaming of Foam and air release DRILLCare HP-350 replaces
compressor fluid. characteristics of oil are as the standard factory
2. Excessive oil carryover insufficient to remedy the
symptoms (problem). Products fill for XHP compressors above
into sevice air.
previously used were Mobil 626 300 psi.IR XHP605 replaces XHP505 as
3. Oil or foam out of the and IR XHP505.
blowdown valve during the standard factory fill for XHP
shutdown. compressors above 300 psi.

DM45SP/DMLSP
7.7 -- HYDRAULIC SYMBOLS
FLUID POWER SYMBOLS

Understanding and recognizing Fluid Power Symbols is a skill used in reading schematic drawings
for trouble shooting. It will also aid in understanding the schematics used to describe the hydraulic
systems used on Drilling Solutions drills.The following symbols are an international fluid power
language designed by the American National Standard Institute.
FLUID
VALVE CONDITIONER
GAUGE
PUMP MOTOR
Figure 7.7---1
You will remember fluid power symbols more easily if you learn the significance of these three
shapes:
1. Circle: Pump, Motor or Gauge
2. Square: Valve of some sort
3. Diamond: Fluid Conditioner
Line Symbols
Let us start with Line Symbols.
AS A WORKING LINE
AS A PILOT LINE
AS A DRAIN LINE Figure 7.7---2
1. The Working Line is an unbroken line which connects the symbols in the hydraulic diagram
together.
2. The Pilot Line denotes pilot pressure.
3. The Drain Line denotes system drainage.
Crossing Line Symbols
CROSSING LINES Figure 7.7---3
Next, let’s examine the Crossing Line symbols. These are fluid or lines that cross but do not join.
They are independent and separate of each other.

DM45SP/DMLSP
Joining Line Symbols

The symbols for Joining Lines is shown in Figure 7.7--4. They show us that the fluid paths are
connected.
FLEXIBLE LINES
Figure 7.7---4
JOINING LINES
Flexible Line Symbols

The symbol for a Flexible Line or hose is also shown in Figure 7.7--4. The curve in the line
illustrates the flexible hose and the two heavy dots represent terminal points.
Arrow Symbols
Figure 7.7---5
DIRECTION OF FLOW
Next is the Arrow (Figure 7.7--5) which will appear in the working line. This arrow shows the
Direction of Flow of the fluid.
Tank or Reservoir Symbols
VENTED PRESSURIZED
TANK TANK Figure 7.7---6
The Tank or Reservoir symbols are shown in Figure 7.7--6.. They appear on hydraulic diagrams
as the vented tank or the pressurized tank. It is important to note that even though these symbols
may appear in many different places on a hydraulic diagram, there is usually only one centralized
tank.
Fluid Container Symbol
FLUID CONDITIONERS Figure 7.7---7
The symbol for Fluid Conditioners is shown in Figure 7.7--7.
Oil Filter / Oil Cooler Symbols

FLUID FILTER FLUID COOLER
Figure 7.7---8
The symbol with a dotted line drawn from top to bottom represents an Oil Filter. The same symbol
with arrows at the top and bottom of it represents an Oil Cooler. Refer to Figure 7.7--8.

DM45SP/DMLSP
Accumulator Symbols
Figure 7.7---9
SPRING GAS WEIGHTED
Accumulator symbols are shown in Figure 7.7--9. On the left is the Spring Loaded type, in the
center is the Gas Loaded type, and on the right we have the Weighted type accumulator.
Restrictor Symbol
RESTRICTORS Figure 7.7---10
The Restrictor symbol is shown in Figure 7.7--10. This symbol is usually shown on a working line
and indicates an orifice type restriction.
Cylinders Symbol
SINGLE END ROD DOUBLE END ROD
Figure 7.7---11
There are two commonly used symbols for Cylinders. There is the double acting Single End Rod
symbol and the double acting Double End Rod symbol. Both symbols are shown in Figure 7.7--11.
Notice the difference. The left cylinder has only one rod. The right cylinder has two rods.
Activating Device Symbol
SPRING MANUAL PUSH BUTTON LEVER PEDAL
DETENT
PRESSURE INTERNAL SERVO
SOLENOID COMPENSATED PILOT Figure 7.7---12
Let’s go on to Activating Device symbols. There are ten basic arrangements that will appear from
time to time on hydraulic diagrams. These symbols show how a pump, motor or valve is actuated.
They are shown in Figure 7.7--12.

DM45SP/DMLSP
Pump and Motor
Figure 7.7---13
PUMP MOTOR
It is important to note that the only difference in the Pump and Motor symbols is the direction of the
energy triangle. Remember that in the Pump symbol the energy triangle is pointed outward toward
the working line. In the Motor symbol the energy triangle is pointed in toward the center of the
circle, away from the working line. Refer to Figure 7.7--13.
Pump Symbols
Now let’s go on to the Pump symbols. There are four basic configurations that we should be
concerned with.
1. Unidirectional Configuration
2. Bidirectional Configuration
3. Fixed Displacement Configuration
4. Variable Displacement Configuration
FIXED DISPLACEMENT PUMPS VARIABLE DISPLACEMENT PUMPS
Figure 7.7---14
UNIDIRECTIONAL BIDIRECTIONAL UNIDIRECTIONAL BIDIRECTIONAL
Fixed Displacement Unidirectional Pump Symbol

The Fixed Displacement Unidirectional pump symbol, which means one direction of fluid
flow, is denoted by a circle with an energy triangle pointed out toward the working line.
Fixed Displacement Bidirectional Pump Symbol
The next symbol is for the Fixed Displacement Bidirectional pump, which has two directions
of fluid flow. The energy triangles point out towards the working lines, one triangle at the top and
the other triangle at the bottom of the circle.
Variable Displacement Pump Symbols
Both the Unidirectional and Bidirectional pumps may be Variable Output pumps. Symbols for
the pumps which are variable output have a 45_ arrow drawn in them.

DM45SP/DMLSP
Hydraulic Motor Symbols

Next are the the Hydraulic Motor symbols.
UNIDIRECTIONAL BIDIRECTIONAL
Figure 7.7---15
FIXED DISPLACEMENT MOTORS
Motor Symbols are represented by a circle with the energy triangle pointed inward from the working
line. Refer to Figure 7.7--15. There are two basic types: Fixed Displacement Unidirectional and
Fixed Displacement Bidirectional
Instrument Symbols
There are three types of Instrument symbols which you should know and they are shown in Figure
7.7--16.
TEMPERATURE
Figure 7.7---16
PRESSURE FLOW METER

1. The Pressure Gauge symbol is shown on the left side.
2. The Temperature Gauge symbol is shown in the center.
3. The Flow Meter symbol is shown at the right.
Valve Symbols
The next area to cover is Valve symbols. Begin with some of the basic symbols shown in Figure
7.7--17.
Figure 7.7---17
1 2 3
BOXES = POSITIONS
Most valves are depicted by using a box as a symbol. Pressure and Flow Control valves usually
use one box. Directional Control valves use two or more boxes. The number of boxes indicates
the number of valve positions.
2 PORT 3 PORT 4 PORT
Figure 7.7---18
2 WAY 3 WAY 4 WAY
Notice that the box symbols shown in Figure 7.7--18 have lines drawn to them. These are referred
to as Ports. At the left is a Two Port valve, commonly called a “2 Way” valve. In the center is a
Three Port, or “3 Way” valve. On the right is a Four Port or “4 Way” valve.

DM45SP/DMLSP
Three Position “4 Way” Valve

Let us examine the most common of all control valves, the Three Position “4 Way” valve (See
Figure 7.7--19).
FORWARD NEUTRAL REVERSE Figure 7.7---19
This control valve directs fluid or oil flow to a forward position, a neutral position, or a reverse
position.This illustration shows the fluid or oil flow path when the valve is in neutral position. In
neutral, oil flows from the pump into the valve and back to the tank.
Arrows
Arrows in the adjoining squares (Figure 7.7--20) show the fluid flow path when the valve is shifted
to the other positions.
Figure 7.7---20
Forward Position
With the Forward Position activated, the fluid or oil flows from the pump through the valve and
onto the left side of the cylinder. Return oil from the cylinder is released through the valve and back
to the tank. Refer to Figure 7.7--21.
FORWARD POSITION
NEUTRAL REVERSE
Figure 7.7---21

DM45SP/DMLSP
Neutral Position
FORWARD REVERSE NEUTRAL

POSITION
Figure 7.7---22
With the valve in the Neutral Position, fluid or oil is allowed to flow from the pump through the valve
body and back to the tank. Refer to Figure 7.7--22.
Reverse Position
REVERSE
FORWARD NEUTRAL
POSITION
Figure 7.7---23
With the Reverse position activated, fluid or oil flows from the pump through the valve and into the
right side of the cylinder. Return oil from the left side of the cylinder is released back through the
valve and returned to the tank. Refer to Figure 7.7--23.
Valve Centers
Let’s look at Valve Centers now. There are four main center valve configuration symbols.
CLOSED PORT CLOSED PORT OPEN PORT OPEN PORT
Figure 7.7---24
CLOSED CENTER OPEN CENTER CLOSED CENTER OPEN CENTER
1. Closed Port -- Closed Center

2. Closed Port -- Opened Center
3. Open Port -- Closed Center
4. Open Port -- Open Center

DM45SP/DMLSP
Series Parallel Valve

Now that we have seen our directional control valves at work, let’s see how we bank two or more
valves together. In this diagram, one pump is supplying oil to two valves for control of two different
actuators. The valves are connected together by a parallel passage which allows simultaneous
operation of both functions.
SERIES
PARALLEL
SERIES
PARALLEL
Figure 7.7---25
When the bottom valve is shifted to the reverse position, oil is still available for the other spool
through the parallel passage. This is called a Series Parallel valve.
There are several other symbols which will often appear on a hydraulic diagram.
Manual On--Off Valve
MANUAL ON--- OFF VALVE
Figure 7.7---26
The symbol for a Manual On--Off valve is shown in Figure 7.6--26.
Pressure Relief Valve
PRESSURE RELIEF
VALVE
Figure 7.7---27
This is the symbol for a Pressure Relief valve (See Figure 7.7--27), shown here in its normal
position. Notice that the arrow is being held to the far right by the spring. The Pilot Line is connected
to the upstream side of the valve. When upstream pressure exceeds the spring setting the arrow
shifts, dumping oil to the tank.

DM45SP/DMLSP
Pressure Reducing Valve
PRESSURE
REDUCING VALVE
Figure 7.7---28
The symbol for a Pressure Reducing valve is shown in Figure 7.7--28. It is shown in its normal
position. Note that the Pilot Line is connected to the working line downstream of the arrow. This will
be your clue to whether or not it is a pressure reducing or pressure relieving type valve.
Check Valve
CHECK VALVE Figure 7.7---29
Another important valve symbol is the Check Valve. In Figure 7.7--29, the Check Valve is shown
with the direction of the free flow to the left. Fluid cannot flow to the right because the ball will seat.
Pilot Operated Lock Check Valve
LOCK CHECK VALVE

Figure 7.7---30
PILOT LINE
The Pilot Line symbol indicates a Pilot Operated Lock Check valve. This valve will allow reverse
flow when pilot pressure is present.
Bypass Valve
FILTER WITH BYPASS

Figure 7.7---31
The Check Valve symbol is also used to show a Bypass Valve. In this application, the ball is held
seated by spring pressure and the valve opens when pressure drop across the filter becomes too
great.

DM45SP/DMLSP
Overcenter Valve
OVER
CENTER
VALVE
PILOT LINE
Figure 7.7---32
FROM
DIRECTIONAL
VALVE
TO
DIRECTIONAL
VALVE
The Overcenter Valve shown in Figure 7.7--32 throttles return oil to prevent a runaway condition
on a heavily loaded cylinder or motor. If the cylinder should try to collapse faster than the pump is
supplying oil, the pilot pressure will drop and the Overcenter valve will throttle the exhaust oil
leaving the cylinder.
Let’s review. A typical hydraulic diagram is shown in Figure 7.7--33. Can you name all the
components?
6
1
5
2
3
4
4 5
6
7
2 8
8 9
7
3
9 1
Figure 7.7---33

DM45SP/DMLSP
7.8 -- HYDRAULIC SYSTEM
HYDRAULIC SYSTEM INTRODUCTION
The DM45SP/DMLSP Drills are hydraulically driven blast hole drills. Power to drive the hydraulic
systems is supplied by a diesel engine which drives a gearbox (Figure 7.8--1), which in turn drives
three hydraulic pumps (Figure 7.8--2). The three hydraulic pumps convert the mechanical rotary
energy from the engine to hydraulic energy which can be used by the various motors and cylinders
to perform the necessary drilling and propelling tasks. The result is a simple and flexible drilling
system.
GEARBOX
ENGINE, GEARBOX &
DRIVESHAFT (SIDE VIEW)
DOUBLE
PUMP
ENGINE
DRIVE SHAFT
MAIN
PUMP
Figure 7.8---1
The hydraulic system consists of several circuits. Each circuit includes one or more pumps which
supply pressurized streams of hydraulic fluid to hydraulic cylinders and motors. The main hydraulic
circuits are the Propel Circuit, Feed and Rotation Circuit, and Auxiliary Functions Circuit.
Also included in this section is the cooling circuit.
DOUBLE
PUMP
MAIN PUMP
(ROTATION) MAIN
PUMP
(FEED) Figure 7.8---2

DM45SP/DMLSP
7.8 -- HYDRAULIC SYSTEM

DM45SP/DMLSP
7.9 -- PROPEL SYSTEM
PROPEL CIRCUIT
The DM45SP/DMLSP drill is mounted on two crawler type tracks, each powered by a fixed
displacement hydraulic motor, operating through a planetary gear set to a final drive which turns
the drive sprocket. The hydraulic motors are bent axis types, each driven by one main pump using
a closed loop circuit.
HYDRAULIC MOTOR
PLANETARY GEAR
FINAL DRIVE
CRAWLER TRACK
Figure 7.9---1
SPROCKET GROUP
Components
The primary components of the propel circuit are the hydraulic pumps, propel motors, filters, valves
and controls. Hydraulic pumps are used to provide oil flow to the various cylinders and motors
connected to different devices. They do not cause pressure in themselves but react to forces on
each system.
Main Pumps
The main pumps are closed--loop hydrostatic transmission piston type package pumps. The main
pump symbol is shown in Figure 7.9--2. The entire pump is depicted as a “package”.
Loop basically means the complete path of hoses, fittings, valves, motors and other components
the oil flows through on its way from and back to the pump. Closed--Loop means that oil entering
the main pumping element comes directly back from the system without first passing through the
system reservoir. Oil is used repeatedly in a continuous loop. Hydrostatic Transmission means that
the pump is designed for use in a system in which power is transmitted by the pressure of a fluid. It
is designed to work with very little slippage and leakage. Package means that the pump unit
contains not only the main pumping element but also the controls, valves and auxiliary pump
needed for proper interface with the hydraulic system. The displacement of these pumps can also
be changed (variable displacement). The main pump schematic is shown in figure 7.9--2.

DM45SP/DMLSP
Main Pumps (continued)
A VA VB B
STROKER
4500
PSI
AG BG
SERVO CONTROL
ATM C G
QUICK PUMP COMPENSATOR
H
COUPLING 135--- 447 (MAIN RELIEF VALVE)
SERVO
PSI
K KG MAIN PUMP
200
PSI D2 DRAIN
D1
AUXILIARY
CHARGE PUMP
MAIN PUMP
Figure 7.9---2 SCHEMATIC PUMP
CONTROLS
The main rotating group is depicted in Figure 7.9--2 as a large circle with two triangles pointing
towards the work port lines. It has a displacement of 7.25 cu.in./rev. when adjusted to achieve full
volume output. A long arrow through the circle means the pump displacement is variable. The two
main work ports are the “A” and “B” ports. Either port can discharge oil depending on the position of
the pump displacement controls. Which ever port is not discharging oil is receiving oil. In other
words, if oil is leaving port “A”, practically the same amount of oil is being returned to port “B”.
Two ports that are connected to ports “A” and “B” are “AG” and “BG” respectively. These ports
provide a place to attach a pressure gauge. On the DM45SP/DMLSP series, these ports are used
to interface with the hot oil shuttle (See Figure 7.9--9).
An auxiliary charge pump, housed within the pump package, is driven off the main pump shaft. This
is represented schematically by a circle with one triangle pointed toward the work port (see Figure
7.9--2). The purpose of this small pump is to provide oil to work the pump controls and to charge the
main pump loop so that it never runs out of oil.
Oil is supplied to the charge pump through port “C” (See Figure 7.9--2). Oil leaving the charge pump
is directed to the swashplate control system. Any oil that is not used for swashplate control passes
over the servo relief into the loop replenishment circuit.
Replenishment or “make--up” oil is available at port “K”. Oil available at port “K” is supplied from the
supercharge manifold. Port “KG” provides a suitable location for attachment of a guage.
Replenishment oil can flow through the check valves that correspond to the “A” and “B” ports or it
can flow over the 200 psi charge relief valve to the pump case. As long as pressure on either side of
the loop does not exceed 200 psi, the relief valve will not open. Any excess oil which does dump
over the relief valve mixes with leakage oil already in the pump case and leaves the package pump
through port “D1” or port “D2” (See Figure 7.9--2).

DM45SP/DMLSP
Main Pumps (continued)
Pump controls used with the main pump are proportional. Operator input is supplied electrically to
the pump through the electric stroker via a proportional electric controller. When the operator
moves the control handle, the electric input is converted to a hydraulic input (top triangle). Here it is
amplified (left triangle) and the resulting output (lower triangle) drives the pump swashplate
positioning system.
Pump controls used with this pump are the electric stroker, rotary servo control and the pressure
compensator (See Figure 7.9--3). The electric stroker is represented schematically by the box with
the diagonal arrow that indicates variability . The rotary servo is represented schematically by the
box containing three triangles and a circle. The pump compensator (main relief valve) is
represented schematically by the box containing an arrow (between the servo control and the main
pump symbols).
STROKER
SERVO CONTROL
PUMP CONTROLS
Figure 7.9---3 PUMP COMPENSATOR
(MAIN RELIEF VALVE)
MAIN PUMP
AUXILIARY CHARGE PUMP
The Pressure Compensator can override the swashplate controls whenever its pressure setting is
reached. The compensator can be remotely set by regulating the pressure at port “VA” or port “VB”
(See Figure 7.9--2). If ports “VA” and “VB” are plugged, the compensator will limit the pressure in
either “A” port or “B” port to 4500 PSI.
If port “VA” is remotely relieved to a lower pressure, (i.e. torque limit control) pump port “A” pressure
will be limited to the remote pressure instead of the higher internal setting. The same principal
governs the operation of the “VB” port.
The Main Pump Compensator adjustments should not normally change. If it becomes necessary
to replace a pump, a trained factory service representative should be called.

DM45SP/DMLSP
Propel Motors
Propel motors rotate the final drive mechanism in the undercarriage system to make the tracks
move forward or backward. The more flow provided to a motor, the faster it turns.
BRAKE FORWARD
RELEASE
TOP
A
PORT
DRAIN
BOTTOM
B PORT
Figure 7.9---4 REVERSE
BRAKE PROPEL MOTOR
The Propel Motors are closed--loop, axial piston. fixed displacement hydrostatic transmission
motors. Oil is supplied to the basic motor through either the “A” port or the “B” port (Figure 7.9--4).
Supplying oil to the “A” port will cause the motor to rotate in one direction. After the oil is used to
rotate the motor it leaves through port “B”. Oil supplied to port “B” will cause the motor to rotate in
the opposite direction and will leave through port “A”.
Propel motors all have case drain lines that must be connected to prevent pressure buildup in the
motor housing.
Propel Motor Brake

Since there is no dynamic friction brake system on a hydraulically operated drill, the braking ability
is provided by a brake mechanism that prevents the hydraulic motor from turning. This locks up the
final drive and prevents the track from moving.
The motor brake is a spring actuated, hydraulically released, multiple disc, static brake unit. It is a
bolt on unit that fits between the propel motor and the track drive final gearbox (Figure 7.9--4). In
normal operation, springs load the brake discs to keep the motor shaft from turning. This fail--safe
operation ensures that the brake will apply automatically if oil is not supplied to the brake oil port.
The brake is released by supplying oil to its oil port. Pressure pushes on the springs to release the
load on the brake discs. This allows the motor shaft to turn. The brake will remain released as long
as pressure is being supplied.

DM45SP/DMLSP
Diverter Valve Assembly

The purpose of the diverter valves is to shift the flow of a pump from one actuator to another. For
example, the propel system is not needed while in the drilling mode, so the diverter valve shifts the
flow from the propel circuit to the rotation circuit. Thus, one pump is used for two functions.
The Diverter Valves are two--position, hydraulically shifted, three way valves. The valve is
represented schematically in Figure 7.9--5. The spring on the left side of the valve requires the
valve to be shifted so that “P” is connected to “B” and “T” is connected to “A when no hydraulic shift
signal is present. The shift operators are represented by a triangle in a box on each end of the
valve. Hydraulic pressure applied to either operator will cause the valve spool to shift to the position
corresponding to the signal. In other words, pressure applied to the right end of the spool will cause
the valve to shift to the “P” to “A”, “B” to “T” position. Approximately 100 psi is needed to overide the
spring and shift the valve. Note that the “T” ports are plugged.
A B
X Y
P T
PUMP PRESSURE
DIVERTER
VALVES Figure 7.9---5
The main part of the valve consists of a housing with a sliding spool and spool operators. The valve
is bolted to a subplate with six sockethead capscrews. The subplate provides threaded ports to
interface with the rest of the system. The two pilot ports are represented by “X” and “Y”.
There is a spring installed within the valve body to actuate the spool, on the “X” end. This is to assist
in moving the diverter valve to the “Drill” position. In the event of a loss of hydraulic pressure, the
spring will shift the valve into the “Drill” mode position. This position vents hydraulic brake pressure
to tank and prevents the drill from moving. Refer to the Oil Path Selection information shown with
Figure 7.9--11.
Diverter Valves Location
The diverter valves and sub--plates are mounted directly under the hydraulic tank, facing the
drilling end of the drill (See Figure 7.9--5). They can be replaced by simply unbolting the valve and
installing a new one. No hoses have to be removed.

DM45SP/DMLSP
Propel/Drill Mode Selector
The mode of operation (Drill or Propel) is determined by the operator of the drill. This is done with
the use of the Mode Selector switch, commonly called the Drill/Propel switch on the operator’s
console (See Figure 7.9--6). There are two positions for proper operation, DRILL and PROPEL.
The mode selector switch is a two position electric switch. The switch is energized whenever the
ignition key switch is in the “ON” position. When the operator moves the mode selector switch from
one position to the other, electric power is diverted from one circuit to another. The two circuits
control the mode of operation in which the drill can be used. When the drill mode is selected, only
controllers used for drilling are energized. When propel mode is selected, only the controllers for
propel are energized.
PROPEL/DRILL
MODE
SELECTOR
SWITCH
Figure 7.9---6 ROTATION FEED
PROPEL CONTROLS FEED & ROTATION CONTROLS
At the same time the propel mode is selected, the drill/propel switch energizes the solenoid
operated drill/propel valve (See Figure 7.9--7). When this solenoid is energized, the valve is shifted
to divert pilot pressure to the “Y” ports of the main diverter valves (See Figure 7.9--5) and at the
same time to release the track brakes. The internal, normally open pilot operated check valves are
piloted closed. This effectively isolates the pump compensator, allowing it to control the maximum
system pressure. The drill/propel hydraulic valve and the schematic representation are shown in
Figure 7.9--7.
Drill/Propel Control Valve
The Drill/Propel valve (Figure 7.9--7) is a manifold and valve assembly that contains all the
components required to: 1) control diverter valve shifting from the drill mode to propel position and
vice versa, 2) control propel brake operation, 3) limit torque of the drill rotation circuit and 4) limit drill
feed force. The valve assembly consists of a steel manifold with 4 cartridge valves and an
electrically operated two--position four way valve. The drill operator selects the mode of operation
by the use of an electric mode selector switch on the operator’s panel (Figure 7.9--6). The
drill/propel valve is located on the dust collector side decking beside the tower support (Figure
7.9--7).

DM45SP/DMLSP
Drill/Propel Control Valve (continued)
DRILL PROPEL VALVE
Figure 7.9---7
DRILL PROPEL VALVE SCHEMATIC
Hydraulic pilot pressure is provided by the fan circuit to the “P” port of the drill / propel valve. When
propel mode is selected, the electric coil on the solenoid operated valve is energized, the valve
shifts and flow is directed from the “P” port of the drill/propel valve through the 4--way valve to the
“Y” ports. At the same time, the pilot operated two way valves are piloted to the closed position. Oil
at the manifold “Y” port is also available to the brake pressure reducing cartridge. Oil crossing this
cartridge is reduced to 500 psi. The check valve in parallel with the reducing valve allows rapid
return of oil at the “BR” port to the drill/propel control valve to allow monitoring of function pressure
as well as diagnosis of problems.
Within the “CP1” and “CP2” ports are “normally open” pilot operated check valves. These valves
allow communication between the pump compensator and the remotely operated device for
controlling pump pressure. When the operator selects propel mode, pilot pressure closes these
two pilot operated check valves, isolating the pump compensator. Therefore, in propel mode the
pump compensator determines the maximum pressure limit, not the operator.

DM45SP/DMLSP
Loop Filling/Replenishment
The oil needed to initially charge the main loop, and keep it full, is picked up by the charge pump at
port “C”. Port “C” connects to the reservoir through the suction hoses. Oil is continuously injected
into the main loop to make up for normal leakage in the pump, motor and diverter valves, and to
make up for the oil being stripped out of the loop by the hot oil shuttle in the loop flushing circuit.
Leakage from the main pump is collected in the pump case and returned to the main hydraulic
reservoir by way of the pump “D” port. Leakage oil, combined with hot oil shuttle flow also returns to
the system reservoir through the case drain manifold included in another circuit.
When the pump is in neutral, the leakage flow from the pump is supplemented by charge flow that
comes from the charge relief valve in the pump. Propel motor leakage is collected in the motor case
and it is also returned to the drain manifold.
A VA VB B
LOOP FILLING / REPLENISHMENT

Figure 7.9---8 4500
PSI
AG BG
ATM ---11 C
G
QUICK
COUPLING 135---447 H
SERVO
FILTER 3u PSI
30 PSI K KG
DRAIN BY---PASS QUICK
MANIFOLD COUPLING 200
OUT PSI
ATM ---7 D2
IN
LOCATED D1
BELOW
PUMPS

DM45SP/DMLSP
Loop Flushing Circuit
The Loop Flushing Circuit removes a small portion of the total oil available in the transmission loop.
This oil, leaving the loop, carries with it some heat and contamination that may be present in the
system.
RETURN DRAIN
150 PSI MANIFOLD
MINI
CHECKS
HOT OIL
SHUTTLE/FLUSHING VALVE
Figure 7.9---9
A B
06 06 RETURN
FROM PUMP FROM MOTOR
The valve circuit, commonly called the hot oil shuttle valve, is represented schematically by a
three position directional valve and relief valve (Figure 7.9--9). The three position directional valve
is normally centered by its springs. In this position, no oil flows out of either the “A” side or the “B”
side of the loop. The valve shifts whenever there is an unbalance of pressures across the circuit.
For example, if the “A” side of the loop is at a higher pressure than the “B” side, the shuttle valve
shifts to allow “B” side oil (low pressure oil) to leave the loop.
The relief valve guarantees that the minimum desired loop pressure will always be maintained. In
other words, the shuttle can’t cause the main loop to run out of oil. The relief valve is set at 150 psi.
There is one loop flushing circuit for each main pump. The circuits work with their respective pump
whatever the mode of operation (drilling or propelling).
Location
HOT OIL
SHUTTLE
VALVE
Figure 7.9---10
Each hot oil shuttle valve is mounted on the inside of the power pack base in front of, and below,
each main pump (Figure 7.9--10).

DM45SP/DMLSP
PROPEL CIRCUIT
SCHEMATIC
Figure 7.9---11
(CS) PROPEL MOTOR
CAT 9.76 CU IN/REV
FEED
ROTATION

DM45SP/DMLSP
PROPEL CIRCUIT (continued)

Circuit Operation
The primary oil path in the propel circuit are the closed hydrostatic loops indicated by the solid lines
connecting the main pumps to the propel motors on the schematic below (Refer to Figure 7.9--11
and Figure 7.9--12).
PROPEL
MOTOR
Figure 7.9---12
MAIN PUMP
There is a transmission system to drive each track. The main pump swashplate controls are moved
by an electrical input via a proportional electric controller. There is a controller for each of the two
main pumps corresponding to the left and right track drive systems.
Whenever the main pump is “destroked” (swashplate in neutral), oil does not flow in the loop and
the propel motor does not rotate. Moving the swashplate control out of its neutral position in one
direction causes oil to flow counter clockwise in the loop. The oil flow causes the propel motor to
rotate. Moving the swashplate control out of its neutral position in the other direction causes oil to
flow clockwise in the loop. The propel motor now turns in the opposite direction. The speed of the
motor in either direction is governed by the amount of pump swashplate control movement.
The two transmission systems (two pumps and two motors) allow each drill track to operate
independently of each other. The tracks can turn at different speeds or even in different directions
to provide maximum drive and steering flexibility.
Oil Path Selection

The only interruptions in the main loops are the four Diverter Valves (See Figure 7.9--11). The
diverter valves are shifted to connect the main pumps to the propel motors whenever the propel
circuit is energized. These valves are shifted to connect “P” to “A” and “B” to “T” whenever the
propel circuit is energized. The propel circuit uses the “P” and “A” ports on all four valves. The
valves are all shifted by supplying oil to the “X” or “Y” ports. This is done by shifting the Drill/Propel
valve. Oil for this purpose is supplied by the auxiliary circuit manifold through the drill/propel control
valve assembly.
In the Propel Mode, the Drill/Propel Selector Valve directs oil to the Diverter valve “Y” ports and
drains the “X” ports. At the same time, oil is also directed to release both motor brakes and to
energize the propel alarm switch. A point to remember is that with the drill off, the control system
defaults to the Drill Mode. This is why the spring in the Diverter is on the “X” port side.

DM45SP/DMLSP

DM45SP/DMLSP
7.10 -- DRILL FEED AND ROTATION SYSTEM
FEED & ROTATION CIRCUIT

The primary components of the Drill Feed and Rotation Circuit are the Main Pumps, Rotation
Motor, Feed Motor, Filters, Valves and Controls.
Main Pumps
The Main Pumps used for the Drill Feed and Rotation Circuits are also used for the Propel Circuit. A
description of their characteristics and schematic can be found in the Propel Circuit Section of this
manual.
Rotation Motor
The rotation motor on the rotary table is a closed--loop, variable displacement, hydrostatic
transmission motor.
KELLY ROTATION MOTOR

REG MOTOR
CONTROL
VALVE
500 PSI
RELIEF
D VALVE
140 PSI
ROTATION
MOTOR
SERVO 7.25 CU.IN./REV
H
X Y
B A
DRN FORWARD REVERSE
ROTARY TABLE Figure 7.10---1
Closed loop, as previously mentioned, basically means that the reservoir is not included in the
pump/motor circuit. Hydrostatic Transmission means that the motor is designed for use in a system
in which power is transmitted by the pressure of a fluid. The schematic for the rotation motor is
shown in Figure 7.10--1. The main motor section is shown by the circle with two triangles pointed
inward from the two main ports. The long arrow through the circle means that the motor
displacement can be changed to give different speed and torque levels.
The motor displacement is controlled by the swashplate servo system shown on the schematic as
a box sitting on the motor. Inside the box are three triangles and a circle which represent the servo
input summing and output functions. The servo receives oil to power its systems from the motor “H”
port. It also receives an input from a mechanical arrangement of springs and pistons indicated by
the hat and spring on top of the servo envelope. The displacement of the motor can be set at its
maximum level or its minimum level by energizing the “X” port or the “Y” port, respectively, on the
motor.

DM45SP/DMLSP
FEED & ROTATION CIRCUIT (continued)

Rotation Motor Adjustment
The displacement of the motor can be set by turning the motor volume stop screws clockwise or
counter clockwise.
Turning the screw clockwise decreases the motor swashplate angle. This causes the motor to turn
faster in an effort to displace the flow from the rotation pump. Turning the screw counter clockwise
increases the motor swashplate angle. This causes the motor to turn slower due to the increase in
oil volume displaced per revolution. The Main Pump must be at full volume in order to set the motor
speed correctly.
Rotation Motor Control Valve
Oil must be supplied to the motor “H” ports to drive the swashplate positioning servo system. Oil for
this purpose must be at a lower pressure than that normally found in the loop. A pressure reducing
valve (motor control valve) externally mounted on the rotation motor provides this oil (See Figure
7.10--1).
The motor control valve (Figure 7.10--2) is an assembly that bolts to the top of the rotation motor.
The assembly contains a shuttle valve and a pressure reducing valve. The shuttle valve receives
oil from both sides of the motor into its two ends. If the pressure available at one end is higher than
the pressure at the other end, the shuttle ball shifts toward the low pressure and seals off that port.
The higher pressure is then free to flow to the pressure reducing valve.
500 psi
MOTOR CONTROL
VALVE
Figure 7.10---2
The pressure reducing valve is responsible for reducing the pressure of the oil to a lower pressure
so that it can be used in the rotation motor server system (about 500 psi). The pressure reducing
valve will open, close or even take oil in reverse to keep the “REG” port pressure (Figure 7.10--1) at
the value set by the spring adjustment. Any oil that the valve takes back from the “REG” port flows
to the valve drain port where it can be passed back to the motor case. The motor control valve must
be replaced as a complete unit. There are no adjustments required.
Check Valves
The rotation motor allows normal leakage within the rotation motor case. Oil pressure in the case
drain must exceed 15 psi to open the check valve in the case drain line. (Refer to the Rotation
Circuit Schematic). After the valve has opened, oil can flow back to the system reservoir. The check
valve is there to prevent the rotary head gearbox oil from draining back through the motor case
when the tower is in the horizontal position.
The main function of the check valve is to keep the motor cases full of oil in all positions of the drill
tower. On the variable displacement motor, there is a 140 psi relief valve mounted on the side of the
case to serve as a safety backup for the case drain line in the event that the line becomes plugged
or kinked. (Refer to Figure 7.10--1).

DM45SP/DMLSP

The diverter valve assemblies used for the drill feed and rotation circuits are also used for the
propel circuit. A description of their characteristics and schematic can be found in the propel circuit
section of this manual.
The Drill/Propel Control Valve used for the drill feed and rotation circuits is also used for the propel
circuit. A description of their characteristics and schematic can be found in the propel section of this
manual.
Remote Compensator Control
DRILL / PROPEL PRESSURE
ROTATION
CONTROL VALVE VALVE
REMOTE COMPENSATOR
GAUGE
(TORQUE
LIMIT)
CONTROL SHIFT 100--- 4500 PSI
Figure 7.10---3
CHECK
(DCS) (CS)
VALVE PRESSURE
4500 4500 FEED
PSI PSI VALVE
RELIEF (PULLDOWN)
FEED VALVE
LIMIT 100--- 4500 PSI
4500 PSI
135--- 447 135--- 447

SERVO SERVO
PSI PSI PULLDOWN
GAUGE
200 200
PSI PSI
MAIN
ROTATION PUMPS PULLDOWN 2--- WAY
VALVE 2--- WAY
OVER PRESSURE VALVES VALVE
In the drill mode, the compensator vent connections are utilized to provide interface with remote
pressure control devices.
This allows for the main pumps to be remotely controlled by the operator and gives variability and
infinite control of actuator speeds and pressures. The --4 line in Figure 7.10--3 shows the
connection at the pump for remote control of the compensator. The other end of this hose connects
to the drill/propel valve at the “CP1” port (compensator pressure). The cab side main pump
provides flow for the feed system. A hose from the “VA” port connects to the “CP2” port. When in
drill mode, the oil from the “VB” port flows through the drill/propel valve to an electrically operated,
proportional control valve called the FEMA control valve.
Increasing the electrical power to the FEMA valve coil proportionally blocks off the path from “VB”
to tank. The more current the higher the pressure rises. The less flow through the valve, the higher
the pump pressure potential. When the path is fully blocked, the pump can generate full
compensator pressure.
NOTE: De--energizing the coil opens the valve fully. Therefore, if the electrical circuit is
open to the FEMA valve, no feed pressure or rotation torque pressure will develop (If torque
limit is on the drill).

DM45SP/DMLSP

Over Pressure Control
The connections for the over pressure controls are part of the drill/propel valve. When in the drill
mode, the drill has the capacity to apply forty five thousand pounds of force on the bit. The drill is
designed to vent pulldown force if the ground gives way beneath the jacks or for some other reason
the drill is unsupported.
DRILL / PROPEL
CONTROL VALVE
OVER PRESSURE CONTROL SHIFT
Figure 7.10---4
CHECK
(DCS) VALVE (CS)
4500 4500
FEED
PSI PSI FEED RELIEF
LIMIT VALVE
4500 PSI
135--- 447 135--- 447

SERVO SERVO
PSI PSI 200
200
PSI PSI
MAIN
PUMPS
ROTATION PULLDOWN 2--- WAY

VALVE 2--- WAY
OVER PRESSURE VALVES VALVE
The ports labeled “OP1‘’ and “OP2” are common to the feed pump “VA” port and are connected by
hoses to the overpressure control valves (See Figure 7.10--4). These valves are mounted, one on
each of the front (side) drilling end leveling jacks (See Figure 7.10--5). If for any reason the drill is
unsupported by the leveling jack, the pipe nipple will drop to gravity and mash the button as shown.
This opens the path to tank, venting the feed pump compensator “VA” port.
LEVELING
JACK
OVERPRESSURE
CONTROL VALVE OVERPRESSURE
VALVE
Figure 7.10---5
Note: The Over Pressure control system should be tested daily to insure proper
functionality. If the system does not function properly, the drill should be shut down
immediately. The drill must remain shut down and not used until the Over Pressure control
system is repaired.

DM45SP/DMLSP

SWITCH
TOWER
PINNING
LIGHT
TOWER
RAISING
REAR LEVELING
JACK
FRONT FRONT
DRILL FEED
CONTROLLER
RETRACTED LIGHTS
Figure 7.10---5A
THE OPERATOR IS RESPONSIBLE FOR THE SAFE OPERATION OF THE DRILL.


DM45SP/DMLSP

FEED CIRCUIT
The drill feed circuit is shown in Figure 7.10--6 and continues into Figure 7.10--7. The feed circuit, in
conjunction with the overpressure control, contains all pumps, motors, valves, feed cylinders and
components needed to form a safe, highly efficient drilling system. See Figure 7.10--4 for the
overpressure system.
REG. MOTOR
500
CONTROL
FEED CIRCUIT PSI
VALVE
SCHEMATIC
RELIEF VALVE
Figure 7.10---6 140 PSI
FEED MOTOR
7.25 CU. IN./REV.
FEED
UP FEED
DOWN
OVERCENTER
VALVE
CAB SIDE
PROPEL
(DCS) SIDE MOTOR
PROPEL TOP
MOTOR MANIFOLD MANIFOLD PORT
TOP
PORT BRAKE
BOTTOM PORT
BRAKE DIVERTER DIVERTER

VALVES VALVES
BOTTOM PORT
MINI CHECKS 150 PSI

VALVES,
HOT OIL
SHUTTLE
FLUSHING
MAIN PUMP CH. VALVE

7.25 CU. IN./REV.
63.00 GPMT
4500 4500
PSI PSI
SUP--- 10
QUICK
COUPLING MAIN PUMP
7.25 CU. IN./REV.
ATM--- 11 63.00 GPMT
135--- 447
SERVO 135--- 447
PSI SERVO
PSI
SUP--- 6
CHECK VALVE 200 200
PSI PSI
FILTER 30 ROTATION PULLDOWN

PSI BYPASS QUICK ATM--- 10
COUPLING
DRAIN
MANIFOLD ATM--- 7
LOCATED QUICK COUPLING
BELOW
PUMPS

DM45SP/DMLSP
FEED CIRCUIT (continued)
FEED CIRCUIT
SCHEMATIC
Figure 7.10---7
SOLENOID
VALVE
BRAKE TEST
(OPTIONAL) DRILL / PROPEL
CONTROL VALVE
VALVE, PRESSURE
GAUGE, CONTROL (TORQUE LIMIT)
ROTATION
MANIFOLD
VALVE, PRESSURE
CONTROL (PULLDOWN)
4.84 CU.IN./REV.
42.00 GMPT
GAUGE,
PULLDOWN DOUBLE
VALVE, 2--- WAY PUMP

3.56 CU.IN./REV.
31.00 GMPT
VALVE, 2--- WAY
Feed
The Drill Feed circuit uses the cab side right pump and the feed motor in a closed--loop circuit. This
pump is controlled by moving a proportional electric controller located on the operator’s console in
the operator’s cab. The controller operates the pump stroker to control oil flow. When the pump is
destroked (controller in center/off position), no oil flows in the transmission loop and the feed motor
does not move. If the pump is stroked (either forward or reverse), the motor moves up or down
correspondingly. The speed of motor travel is proportional to the amount of main pump flow
(amount of controller lever movement).
The main components of the feed system are the main pumps, diverter valves, feed motor control
valve and feed cylinders. Let’s start with the main pumps.

DM45SP/DMLSP

Main Pumps
manual.

The Diverter Valves used for the Drill Feed and Rotation Circuits are also used for the Propel
Circuit. A description of their characteristics and schematic can be found in the Propel Circuit
Section of this manual.
Drill/Propel Mode Selector

The Drill/Propel Mode Selector Switch used for the Drill Feed and Rotation Circuits is also used for
the Propel Circuit. A description of it’s characteristics and schematic can be found in the Propel
Circuit Section of this manual.

The Drill/Propel Valve used for the Drill Feed and Rotation Circuits are also used for the Propel
Circuit. A description of it’s characteristics and schematic can be found in the Propel Circuit Section
of this manual.
Feed Motor
The Feed Motor Cylinder is the same as used in the rotation circuit. See Figure 7.10--1 for motor
characteristics.
Loop Filling/Replenishment
The oil needed to initially charge the main loop and keep it full is picked up by the charge pump at
port “C”. Port “C” connects directly to the reservoir by hoses (Figure 7.10--6).
A small amount of oil is continuously injected into the main loop to make up for normal leakage in
the pump, motor, diverter valves, and to make up for the oil being stripped out of the loop by the hot
oil shuttle valve. Leakage from the pump is collected in the pump case and is returned to the
reservoir by way of the pump “D” port. Motor leakage is returned to the system reservoir by
manifolds included in another circuit.

DM45SP/DMLSP
Over--Center Valve
The schematic for the Over--Center valve is shown in Figure 7.10--8. The main part of the valve is a
pilot assisted adjustable relief valve, indicated by the single box and its attachements. The pilot
assist feature is indicated by the small box with a triangle inside. The pilot assist works in
conjunction with whatever pressure may be present at valve port “C” (dashed pilot line). The valve
is closed off by an adjustable length spring until it is overridden by pilot oil force plus “C” port oil
force.
If oil is flowing from the “V” port to the “C” port, it goes through the check valve instead of through the
relief section. If flow is from “C” to “V”, the check closes and oil must use the relief section.
P T
T P
P V
RELIEF VALVE
OVER--- CENTER VALVE TWO WAY VALVE
Figure 7.10---8
Compensator Control Valves

The drill feed pump controls are the pilot operated check valves, the pulldown relief valve and the
two way valves. When the drill/propel selector valve is shifted to the drill mode, pilot pressure opens
the pilot operated check valves allowing the cab side pump “VA” and “VB” ports to be vented (see
Figure 7.10--6). “VA” and “VB” are connected to the pulldown and pullback reliefs. This allows the
pump compensator to be remotely adjusted to less than it’s internal setting of 4500 psi.
Pulldown Relief Valve

The pulldown relief works when the pulldown side of the transmission loop is working. The control
allows the operator to fine tune the pulldown force levels to meet different drilling requirements
while maintaining a high level of hydraulic efficiency. The pulldown relief is adjusted on the
operators console. The same type valve is used on the Torque Limit Control.
They are schematically shown in Figure 7.10--8. Oil flows from the “P” port to the “T” port when the
valve is open. Oil cannot flow from the “T” port to the “P” port. The basic valve symbol is a box with
an arrow showing no cross connection of the “P” and “T” ports (normally closed). The symbol arrow
(representing the valve spool) is held in the closed position by an adjustable length spring. Inlet oil
pressure (dashed pilot line) will open the valve whenever oil force exceeds the spring force.

DM45SP/DMLSP
Pulldown Relief Valve Adjustment

This valve is frequently adjusted during daily drilling operations. The adjustment is on the
operator’s console. If replacement of the Pulldown Relief becomes necessary, set the pressure
range of the valve as follows:
1. Position the swivel at the bottom of the tower against the lower stops.
2. Remove the knob from the adjustment screw.
3. Turn in on the adjustment screw until the pulldown system pressure reaches 4500 psi.
4. Lock the valve adjustment screw jam nut against the valve body.
5. Reinstall the adjustment knob, screwing it completely down against the jam nut.
6. Tighten the knob set screw to hold the knob in place.
7. Screw out on the knob to reduce system pressure.
8. Re--check the pressure setting.
Two Way Valve

Two Way valves (Figure 7.10--8) are also included in the pulldown pressure control system (Figure
7.10--7). These valves are mounted on the left and right jacks. These valves sense whether the
jack is loaded or hanging from its support. If the feed system begins to pick the drill up off its support
jacks while drilling, one of the two way valves will open and vent the right pump compensator. This
causes the pump to destroke until the load is again picked up by the jacks.
ROTATION CIRCUIT
The dust collector side main pump (rotation) is controlled by moving a proportional electric
controller located on the operator’s console in the operator’s cab. The controller operates the
pump stroker to control oil flow. When the pump is destroked (controller in center/off position), no oil
flows in the transmission loop and the rotation motors do not turn. If the pump is stroked (either
forward or reverse), the rotation motors will turn in one direction or the other. Rotation motor speed
is proportional to the amount of main pump flow (amount of controller lever movement).
A continuous exchange of loop oil takes place when the motors are working. The main pump
replenishing system injects cool, filtered oil into the loop to replace oil taken out of the loop by the
flushing circuit. Because the flushing relief is set at 150 psi and the charge relief in the pump is set
at 200 psi, the oil leaving the loop will go over the motor relief. When the motor is not working, the
major part of the charge oil goes across the pump charge relief.

DM45SP/DMLSP
ROTATION CIRCUIT (Continued)

The primary components of the Rotation Circuit are the Main Pumps, Rotation Motors, Filters,
Valves and Controls.
ROTATION
REG. MOTOR
CIRCUIT
500
PSI CONTROL
VALVE
SCHEMATIC
Figure 7.10---9
RELIEF VALVE
140 PSI
ROTATION MOTOR
7.25 CU. IN./REV.
FORWARD REVERSE
CAB SIDE
PROPEL
(DCS) SIDE MOTOR
PROPEL TOP
MANIFOLD PORT
MOTOR MANIFOLD
TOP
PORT BRAKE
BOTTOM PORT
BRAKE DIVERTER DIVERTER

VALVES VALVES
BOTTOM PORT
MINI CHECKS
150 PSI 150 PSI
VALVES,
HOT OIL
SHUTTLE
FLUSHING
CH. VALVE
MAIN PUMP
7.25 CU. IN./REV.
63.00 GPMT
SUP--- 10 4500
4500 PSI
PSI
QUICK
ATM--- 11 COUPLING
MAIN PUMP
7.25 CU. IN./REV.
135--- 447 63.00 GPMT
135--- 447
SERVO SERVO
CHECK VALVE PSI PSI
SUP--- 6
200 200
PSI PSI
ATM--- 10
PULLDOWN
FILTER 30 PSI
DRAIN BYPASS QUICK ROTATION
COUPLING QUICK COUPLING
MANIFOLD
LOCATED ATM--- 7
BELOW
PUMPS

DM45SP/DMLSP

Motor Displacement Control
Oil must be supplied to the “H” ports on the rotation motors to drive the motor swashplate
positioning servo system. Oil for this purpose must be at a lower pressure than that normally found
in the loop. The valve that supplies this pressure is the motor control valve and is schematically
shown in Figure 7.10--10.
500
PSI
H
Figure 7.10---10
B A
Oil available at the motor control “REG” port is supplied to the “H” ports on both rotation motors. The
oil pressure moves the motor swashplates to the position called for by the mechanical
displacement adjustments on each motor. Adjusting the motors for smaller displacements results
in higher speed and lower torque.
An internal shuttle valve selects the higher pressure side of the loop for use in the motor servo
system. Loop pressure is reduced to a preset maximum level of 500 psi. This oil is suitable for
servo system use.
Main Pumps
manua.

The Diverter Valves used for the Drill Feed and Rotation Circuits are also used for the Propel
Circuit. A description of their characteristics and schematic can be found in the Propel Circuit
Section of this manual.
Drill/Propel Mode Selector

The Drill/Propel Mode Selector Switch used for the Drill Feed and Rotation Circuits is also used for
the Propel Circuit. A description of it’s characteristics and schematic can be found in the Propel
Circuit Section of this manual.

DM45SP/DMLSP

Shifting the Drill/Propel Valve to “Drill” drains oil from the Propel Alarm and the “Y” ports of the
Diverter valves. This action also pressurizes the “X” ports of the Diverter valves and shifts them into
the Drill Mode.
Since both pumps will be operating at different pressures in Drill and Propel, a means of changing
the Relief settings had to be found. This was done with the “Pilot--to--Open” Check valves. By
allowing flow through the Check valve in the Drill Mode, the Compensator can be adjusted with a
remote Relief valve for both Feed and Rotation. Thus, when the Drill/Propel valve is shifted, pilot
pressure is applied to the back side of the two Check valves and they are held open. This allows
each Compensator to be regulated by the Pulldown Relief valve or the Torque Relief valve, both on
the operator’s panel.
Oil Path Selection

The only interruptions in the main loops are the four Diverter Valves (See Figure 7.10--9). The
diverter valves are shifted to connect the dust collector side (non cab side) main pump to the
rotation motor whenever “Drill” mode is selected. This is done by supplying oil to the “X” ports and
venting the “Y” ports on the diverter manifolds. Oil for this purpose is supplied by the fan circuit
manifold through the drill/propel control valve assembly.
In the Drill Mode, the Drill/Propel Selector Valve directs oil to the Diverter manifold “X ports and
drains the “Y” ports. At the same time, oil is drained from the propel brakes so that they will lock. In
this mode, the Drill/Propel valve also connects the main pump compensator to the rotation gauge
and, in some applications, a pressure control valve (Torque Limit valve for High Pressure drills
only). A point to remember is that with the drill off, the control system defaults to the Drill Mode. This
is why the spring in the Diverter is on the “X” port side.
Loop Filling / Replenishment

The oil needed to initially charge each main loop and keep it full is picked up by the main pump
charge pump at port “C”. Port “C” connects to the drill suction manifold. The charge pump
continuously injects oil into the main loop to make up for normal leakage in the pump, motor and
valves, and to make up for the oil being stripped out of the loop by the flushing circuit in the diverter
manifold.
Leakage from the main pump is collected in the pump case and returned to the drain manifold by
way of the pump “D” port. When the pump is in neutral, the leakage flow from the pump is
supplemented by charge flow that comes from the charge relief valve in the pump. Rotation motor
leakage is collected in the motor case and it also returns to the drain manifold. Oil pressure in the
case must exceed 30 psi to open a check valve in the drain manifold. The purpose of the check
valve is to keep the motor cases full of oil at all times.

DM45SP/DMLSP
Torque Limit Control (optional)

To prevent the over--torque of joints and to limit rotational pressure while drilling, a Torque Limit
Control Option can be installed. This remote relief valve can limit rotational pressure from
maximum down to 100 psi. It is adjustable by the operator.
Drill Feed Pressure

A Remote Relief valve is installed downstream from the Check Valve, on the other pump, so the
operator can control the Down Feed pressure on the bit. This Relief valve is adjustable between
100--4500 psi.
Over--Pressure Control
Allowing flow through the Check valve in the Feed Circuit also brings the Over--Pressure Control
system into play and reduces the pressure to the Feed Pump to 0 psi if the drilling end Leveling
Jacks are not set properly. Either one of the Two--Way Valves can be opened and vent all pressure
from the Main Pump to 0 psi. The Leveling Jacks must be set firmly on the ground before the Main
Pump comes back on line with operating pressure.
TROUBLESHOOTING
Some examples of actual hydraulic system problems are given in the following paragraphs. There
is an explanation provided for the first problem to demonstrate the procedure for troubleshooting.
It will be helpful to remember that hydraulics is the transfer of power by a fluid. This power can only
be transmitted by flow and pressure. Neither flow nor pressure by itself can do the work. Even the
shifting of a valve requires flow to move the spool from one position to the other and pressure to
overcome the resistance of the spool being moved.
Another important thing to remember is that pumps do not make pressure. The load on the system
makes pressure. The only purpose of the pump is to provide flow efficiently. If it can do this under
the varying loads the system can generate, then it is doing its job.
The key to successful troubleshooting will be to determine the presence or absence of flow and
pressure and draw logical conclusions from this information.

DM45SP/DMLSP
TROUBLESHOOTING (continued)
Trouble Shooting Procedures

Symptom Cause Solution
Rotation (or Drill Feed) and Both rotation (or drill feed) and Check Engine Diagnostics
Propel work at the same time. propel transmission loops are
receiving flow at the same time.
If the resistance to flow (pres-
sure) of the two circuits is the
same, they move simultaneous-
ly. If the load on one of the cir-
cuits increases, the unloaded
circuit will begin to move faster.
1. There are two diverter valves in each transmission circuit. Which valve is malfunctioning?
a). If the malfunction occurs in only one direction of oil flow in the loop, forward or reverse, then
analyze the diverter valve connected to the higher pressure side of the loop when the
malfunction occurs. This diverter will be the one that is spitting the flow into two paths).
b). If the malfunction occurs in both directions of oil flow in the loop, then both diverter valves
should be evaluated.
2. Is the diverter valve being given the proper signal?
The shift signal comes from a small selector valve called the drill feed--rotation diverter. This
valve supplies oil to one end of the diverter and drains the other end. Flow takes place (for an
instant) when the selector is shifted but it will be difficult to measure. Measure the next best
thing instead. Put a gauge in the lines to both ends of the main diverter and measure the
pressure after the valve spool has shifted. One line should be at a higher pressure than the
other. When the selector valve is shifted, the pressures should reverse.
If the proper signal is being supplied to the diverter valves, then the diverter valve(s) should be
replaced. If the proper signal does not reach the valve it will be necessary to look further.
3. Is the drill feed--propel selector receiving oil to work with?
Use a gauge to determine presence of pressure at valve port “P” and absence of pressure at
valve port “T”. Check source of oil or drain line to tank as required.
4. Is the drill feef--propel selector being properly actuated?
Disconnect linkage and move valve lever manually. Check gauges again to see if problem is
solved. Make adjustments as required.
This procedure is provided in block form on the following page.

DM45SP/DMLSP
Symptom: Rotation (or Drill Feed) and Propel work at the same time.
PINPOINT MALFUNCTIONING
DIVERTER VALVE
“A” SIDE “B” SIDE
BOTH
YES VALVE RECEIVING NO

CORRECT SIGNAL?
REPLACE DIVERTER VALVE YES DRILL FEED--- PROPEL SELECTOR NO

RECEIVING OIL?
YES “T” PORT PRESSURE AT DRILL --- FEED NO YES IS THERE ADEQUATE FLOW AT NO
PROPEL SELECTOR OK? DOUBLE PUMP OUTLET?
YES VALVE LINKAGE ADJUSTED NO CHECK DRAIN LINES

PROPERLY AND FILTER
REPLACE DRILL FEED--- PROPEL IS SUPPORT JACK CIRCUIT NO

ADJUST LINKAGE YES
SELECTOR WORKING PROPERLY?
YES IS RELIEF VALVE ADJUSTED NO YES IS PUMP BEING DRIVEN NO

PROPERLY? BY GEARBOX?
YES ARE FAN MOTORS WORKING NO ADJUST VALVE REPAIR DRIVE

PROPERLY?
CHECK LINES FROM DOUBLE PUMP TROUBLESHOOT FAN

TO DRILL FEED--- PROPEL SELECTOR MOTOR CIRCUIT
YES NO
REPLACE DOUBLE PUMP IS PUMP RECEIVING OIL? ESTABLISH INLET SUPPLY
Figure 7.10---11

DM45SP/DMLSP
7.11 -- AUXILIARY FUNCTION CIRCUIT
AUXILIARY FUNCTIONS
The Auxiliary Function Circuit performs all of the tasks associated with the actual drilling process
except Rotation and Drill Feed. Some of these tasks are Tower Raising, Leveling Jack Operation,
Water Injection, Dust Collection, Hoisting, Breakout, Oil and Air Cooling.
The double pump supplies two valve assemblies: a six (6) spool valve and a nine (9) spool valve.
Each section of these valve assemblies control a specific auxiliary function. An explanation of the
auxiliary functions is divided into two sections, each corresponding to the valve assemblies and
each assembly divided into the valve sections (or spools) and the functions each section of each
valve assembly controls. The examination of these circuits will follow a brief discussion of the
components found in the Auxiliary Functions Circuit.
Components
The components of the auxiliary function circuit are the double pump, motors, cylinders, valves,
coolers and filters that re required to perform the drilling functions. A review of these components
and how they are represented schematically will help to give a clear view of the auxiliary functions.
Note that the cooling system will be explained separately.
Double Pump
The double pump is located in the top position of the three hole pump drive gearbox, above the
feed/rotation and propel main pumps. The double pump is a two section, fixed displacement, vane
type pump. The two pumping elements inside the housing have a common inlet and two separate
outlets as shown in the schematic in Figure 7.11--1.
DOUBLE
PUMP
P1 P2
MAIN
MAIN PUMP PUMP
Figure 7.11---1
(ROTATION) (FEED)
The circle contains one triangle, signifying one direction of flow. The first section (Section 1) on
each pump is designated schematically as “P1” and the second section (Section 2) of each pump is
designated as “P2”. Pump section 1 is capable of delivering more oil than section 2 for a given input
shaft speed. The suction for the pump is designated as “S”.
The P1 sectionsupplies oil flow for the fan circuit and the P2 section supplies oil flow to the 6--spool
valve and then on to the 9--spool valve. The double pump suction comes through the suction
manifold of the hydraulic reservoir and enters the pump through a (#32) 2” hose.

DM45SP/DMLSP
AUXILIARY FUNCTIONS (continued)
P1 Pump Circuit
Oil supply for all of the hydraulic circuits comes from the Hydraulic Reservoir through a Strainer, a
Shut--Off Valve and the Suction Pipe. The two sections of the Double Pump pick up oil from a
Suction Pipe. Each section of the Double pump supplies a different set of functions.
The P1 section of the Double Pump drives the Oil Cooler Fan Motor and the Engine Radiator Fan
Motor. This section also supplies pilot oil for use in the Propel and Feed/Rotation Circuits.
After P1 oil has been used to drive the motors, it passes through the Oil Cooler and the system
filters and is then supplied to the Supercharge Manifold for use in other circuits.
P2 Pump Circuit
The P2 section of the Double Pump supplies the flow requirements for the rest of the drill systems.
Oil flow from the pump is fed into the Six--Spool Valve (See Schematic in Figure 7.11-- for more
information).
P2 Circuit oil, when not used by the Six--Spool Valve, is supplied to the Nine--Spool Valve through
the Six--Spool Valve. (See 9--Spool Valve Schematic in Figure 7.11--).
All of the oil in the P2 circuit mixes with Return Manifold oil and enters the system Main Filters,
where it is directed to the Supercharge Circuit for use in the Drill Feed, Rotation and Propel circuits.
Motors
Representative Motor symbols are shown in Figure 7.11--2. The circle may contain one triangle
pointed inward from one work port (unidirectional) or a triangle pointed inward from both ports
(bidirectional). Both motors shown are fixed displacement.
MOTORS
Figure 7.11---2
BIDIRECTIONAL UNIDIRECTIONAL
This means that speed may only be changed by changing the motor supply flow. Dotted lines
leaving the circle show that the motor case leakage is taken away from the motor externally.

DM45SP/DMLSP

Cylinders
Representative Cylinder symbols are shown in Figure 7.11--3. The cylinder on the left is a double
acting, single rod cylinders. “Double--Acting” means that the cylinder can be powered by the
hydraulic system to extend and to retract. “Single--Rod” means that the cylinder only has one rod
extending out of one end of the cylinder tube.
DOUBLE ACTING, THROUGH ROD

SINGLE ROD PORTING WITH
CYLINDER DUAL HOLDING
VALVES
Figure 7.11---3
The Cylinder symbol on the right (Figure 7.11--3) shows a different porting arrangement (through
the rod porting) and an integral valve arrangement. The valve section is a dual Overcenter Valve
circuit which effectively locks the cylinder. (See Figure 7.10--8 in the Feed and Rotation Circuit
section of this manual for the description of the operation of an Overcenter Valve). The valves are
preset at the factory to open at 4000 psi relief pressure.
Relief Valves
Relief Valves are used in many locations in the Auxiliary function Circuit. A representative Relief
Valve symbol is shown in figure 7.11--4.
RELIEF VALVES
Figure 7.11---4
The basic valve envelope (box) contains an arrow in the normally closed position. The adjustable
length spring holds the valve spool in the closed position until inlet pressure overcomes the spring
force. The valve opens and closes as required to limit the maximum pressure at its inlet.

DM45SP/DMLSP

Restrictor Valves
Bypass type Restrictor Valves allow a restricted flow to the work load and divert any excess oil to
the valve bypass port.
BP
RESTRICTOR VALVE
REG IN
Figure 7.11---5
The Water Injection Regulator is an example of this type of valve. The Restrictor Valve symbol is
shown in Figure 7.11--5.
Check Valves
The Check Valve (Figure 7.11--6) is a one--way valve of the hydraulic circuit. Flow into the spring
end of the valve forces the ball into its seat to block fluid flow (blocked flow direction). Flow into the
seat end of the valve pushes the ball out of its seat to permit fluid flow (free flow direction). The
check valve spring is typically preloaded at the factory to provide a preset, nonadjustable valve
opening pressure in the free flow direction.
CHECK VALVE VALVE SPRING

BALL
SEAT
Figure 7.11---6
Two Way Valve

The Two Way Valve (Figure 7.11--7) has a closed position and an open position that can be
activated by a plunger.
TWO WAY VALVE PUSH DOWN TO

ALLOW FREE FLOW IN
DIRECTION OF ARROW
DIRECTION OF
FREE FLOW
P T
SPRING KEEPS VALVE

NORMALLY CLOSED
Figure 7.11---7
In the normal position, the valve spring holds the valve closed so that oil cannot flow from the “P” to
the “T” port. When the plunger is pressed, however, the valve shifts and free flow is allowed.

DM45SP/DMLSP
Holding Valves
Holding Valves are used throughout the auxiliary functions circuit to keep motors and cylinders
locked and to provide smooth load movement. Holding Valves are represented schematically
below in Figure 7.11--8.
C1 C2
HOLDING VALVES
Figure 7.11---8
V1 V2
The Holding Valve is a pressure control device that receives pilot signals from the actuation
pressure as well as the return pressure. When the influence of both signals is sufficient to
overcome the valve spring setting, the valve opens to allow controlled flow. The valve is also
capable of providing protection against accidentally dropping a load. The valve is usually set for an
opening pressure higher than that which can be generated by the load alone so that, if actuation
pressure is lost, the valve closes.
Pilot Check Valves

The Pilot Check Valve is shown schematically below in Figure 7.11--9.
C1 C2
PILOT CHECK VALVE

Figure 7.11---9
V1 V2
The Pilot Check Valve is another type of holding valve used for locking hydraulic components in
place. The valve works like a check valve in one flow direction and locks in the reverse flow
direction. In the reverse flow direction, the valve can be piloted open to allow reverse flow. Once the
valve has been piloted opened, oil flows with very little restriction.

DM45SP/DMLSP

6--SPOOL VALVE
DCS JACK REAR JACK C.S. JACK

CYLINDER CYLINDER CYLINDER
HOIST MOTOR 5 DIA/48/4 ROD 6 DIA/48/4.5 ROD 5 DIA/48/4 ROD
3.9 CU.IN./REV. W/DOUBLE W/DOUBLE W/DOUBLE
HOLDING HOLDING HOLDING
VALVES, SET VALVES, SET VALVES, SET
4500--- 5000 PSI 4500--- 5000 PSI 4500--- 5000 PSI
TOWER RAISING RET--- 4
CYLINDERS
6.5 DIA/51.13/3.5 ROD ATM--- 14
DUST COLLECTOR
MOTOR
WATER INJECTION
MOTOR
RET--- 9
COUNTERBALANCE
VALVE
RAISE LOWER
TEST FITTING
6--- SPOOL
VALVE
9--- SPOOL
VALVE
RET--- 5 HOIST TOWER JACK JACK JACK DUST COLLECTOR,

RAISING (DC) SIDE REAR CAB SIDE WATER INJECTION
1 2 3 4 5 6
TEST FITTING
DRILL/PROPEL VALVE
TO FAN MOTORS
Shift 500
PSI
TO RELIEF VALVE
MANIFOLD
Feed Feed
Limit Relief
4500 PSI
Valve
P2 P1
DOUBLE PUMP
SUC--- 3
Figure 7.11---10

DM45SP/DMLSP
6--SPOOL VALVE (continued)
SIX---SPOOL
Figure 7.11---11 VALVE
The 6--Spool Valve is an assembly made up of six individual 4--way valves with a common inlet and
outlet. The 4--way valves are electrically operated, closed centered, proportional valves with load
sensing capabilities and pressure compensation. Three of the sections have individual port relief
valves. The inlet section for the valve assembly contains an unloading valve, a relief valve, and a
reducing valve and filter for supplying pilot oil to the 4--way valve sections. The 6--Spool Valve
assembly is shown schematically below in Figure 7.11--12.
T C2 2000
C2 C1 C2 C1 C2 C1 C2 C1 C2 C1 C2 C1
P
30 30 30 30 30 30
2000 2750 1000

3000
PSI
LS
2000 2750 2750
T T
HOIST TOWER JACK JACK JACK CAB DUST COLLECTOR,

RET--- 5
RAISING (DC) SIDE REAR SIDE WATER INJECTION
1 2 3 4 5 6
SIX---SPOOL VALVE Figure 7.11---12
Oil enters the inlet section (shown schematically in Figure 7.11--13) at the “P” port. Oil can exit the
section through the “parallel” passageway at the top right corner of the section schematic or
through the “unloader” to the section “T” port. When the parallel passageway is blocked, all of the
oil flow must exit through the unloader. The total oil flow can also be propotioned by the unloader so
that some flow goes in each direction.

DM45SP/DMLSP

The inlet section unloader (Figure 7.11--13) receives signals from the parallel passageway and
from a “load sense” signal from the 4--way valves. The pressure in the “parallel” passageway must
be 200 psi higher than the “load sense” pressure in order to open the unloader. With no “load
sense” pressure, the unloader closes and routes oil to the “parallel” passageway where it can be
used by the 4--way valve sections. When a “load sense” signal is recieved back from the valve
sections, the unloader will throttle the oil flow between the two exits to keep the “parallel”
passageway pressure 200 psi higher than the pressure being called for by the valve sections.
The inlet relief provides a way to control the maximum allowed “load sense” signal and therefore
the maximum valve working pressure. When the “load sense” signal rises to the relief setting, the
relief opens to keep the signal from going any higher. The unloader will allow the “parallel”
passageway pressure to exceed this setting by 200 psi.
INLET SECTION
INLET SECTION PARALLEL PASSAGEWAY

Figure 7.11---13
UNLOADER
PILOT FILTER
REDUCING VALVE
LOAD SENSE SIGNAL IN

INLET LOAD SENSE RELIEF
The pilot filter and reducing valve in the inlet section provide a reduced working pressure for the
proportional electric controls on the individual 4--way valve sections. The operating pressure
provided by the reducing valve is 200--220 psi.
The 6--Spool Valve 4--way valve sections are all similiar and are represented schematically in
Figure 7.11--14.
The parts of the 4--way valve are the pressure compensator (represented by the box symbol at the
top left corner), the directional valve (represented as a 3--position closed--center 4--way valve), the
individual port relief valves, and the “load sense” shuttle valve (Refer to Figure 7.11--14).

DM45SP/DMLSP

The pressure compensator (Figure 7.11--14) is the device that determines how much oil the
directional valve will get. The compensator receives one pressure signal from the oil that it
discharges. This signal attempts to keep the compensator open so that oil can flow freely. When
the directional valve is shifted, the compensator receives a second signal from whichever work port
is receiving the flow. This signal indicates the working pressure needed to move the working load
and this pressure (and a spring) try to close the compensator. The compensator will throttle the oil
flow in response to the two pressure signals to supply precisely the amount of oil the directional
valve needs to operate. If the pressure in the parallel passageway happens to be higher than what
the load requires, the compensator will maintain whatever pressure drop is required to keep the
directional valve at the proper operating pressure.
The directional valve (Figure 7.11--14) is normally held in its center (closed) position by springs. It is
shifted by applying electric current signals to proportional electro--hydraulic pressure controls on
the ends of the valve. The pressure controls receive pilot oil from the inlet section. When the
pressure control receives an electric signal, it proportions pilot pressure to a level proportional to
the electric signal. The resulting pressure pushes the valve spool against its centering springs. The
amount of movement, and therefore the amount of flow, is proportional to the positioning pressure.
4--- WAY VALVE SECTION

PROPORTIONAL ELECTRIC CONTROL
PRESSURE COMPENSATOR
DIRECTIONAL VALVE
4---WAY VALVE
Figure 7.11---14
PILOT OIL IN
LOAD SENSE SHUTTLE

PORT RELIEF VALVE
The maximum flow available from a particular directional valve section is indicated by a number
near the pressure compensator symbol (Figure 7.11--14). Each spool is intended for a particular
function and maximum flow needed is selected accordingly. Each spool is also equipped with flow
limiters which are used only on the dust collector section. The port relief valves are responsible for
limiting work port operating pressure at design levels. When work port pressure reaches the valve
setting, the valve opens and oil flows to the valve section return passageway.

DM45SP/DMLSP

A “load sense” shuttle is in each of the valve sections (Figure 7.11--14). The shuttle determines
whether or not the highest pressure from downstream is higher than the pressure within its section.
It passes its selection to the next section upstream. Ultimately the highest working pressure (the
“load sense” pressure) reaches the 6--Spool Valve inlet where it can be used by the inlet unloader.
Oil that is returned from the individual valve sections leaves the 6--Spool Valve through the “T” port
and returns to the return manifold.
6--Spool Valve Sections
1. First Valve Section

The first valve section controls the Hoist Motor
2. Second Valve Section

The second valve section controls the Tower Raising Cylinders.
3. Third Valve Section

The third valve section controls the Leveling Jack on the Dust Collector Side of the drill.
4. Fourth Valve Section

The fourth valve section controls the Rear Leveling Jack on the Non--Drilling End of the drill.
5. Fifth Valve Section

The fifth valve section controls the Leveling Jack on the Cab Side of the drill.
6. Sixth Valve Section

The sixth valve section controls the Dust Collector Motor and the Water Injection Motor. These
circuits are plumbed differently in that the return oil from both motors does not return to the
valve “T” port. This allows one motor to be controlled by feeding oil to the “A” port and the other
motor to be controlled by feeding oil to the “B” port. Return oil from both motors is routed back to
the Return Manifold.

DM45SP/DMLSP
9--SPOOL VALVE
AIR
BREAKOUT TOWER
THROTTLE
WRENCH PINNING CYLINDER
TELESCOPIC CYLINDER CYLINDERS
CYLINDERS
DUST FLAP
CYLINDER
FEED
DOUBLE DOUBLE DOUBLE
PILOT PILOT PILOT MOTOR BRAKE
CHECK CHECK CHECK
VALVE VALVE VALVE
DOUBLE DOUBLE
PILOT PILOT
CHECK CHECK
VALVE VALVE
9--- SPOOL
VALVE
6--- SPOOL
VALVE
TELESCOPIC BREAKOUT TOWER KELLY AIR DUST

RET--- 7 CURTAIN WRENCH PINNING BRAKE THROTTLE FLAP
1 2 3 4 5 6 7 8 9
Figure 7.11---15
NINE ---SPOOL

DM45SP/DMLSP
The 9--Spool Valve schematic is shown in Figure 7.11--15. The 9--Spool Valve operates like the
6--Spool, but it does not have an inlet unloader or and inlet relief valve. The highest load sense
signal within the assembly is used by the 6--Spool Valve unloader which keeps operating pressure
within both assemblies below 3000 psi. Another difference is that the pressure limiting
components in the 9--Spool Valve sections are not port reliefs. The “common pressure limiters” in
some of the 9--Spool Valve sections regulate the section “load sense” pressure and a single device
controls both work ports within a section. Like the 6--Spool Valve, the 9--Spool Valve inlet has a pilot
filter and reducing valve to supply its electro--hydraulic controls.
P2 Pump Circuit
Oil flow from the pump is fed into the Six--Spool Valve (See Schematic in Figure 7.11--10 for more
information).
P2 Circuit oil, when not used by the Six--Spool Valve, is supplied to the Nine--Spool Valve through
the Six--Spool Valve. (See 9--Spool Valve Schematic in Figure 7.11--15).
All of the oil in the P2 circuit mixes with Return Manifold oil and enters the system Main Filters,
where it is directed to the Supercharge Circuit for use in the Drill Feed, Rotation and Propel circuits.
Circuit Operation
The oil supplied to the 6--Spool and 9--Spool valves is used by the valve circuits to do cylinder and
motor operation functions.
The spool valves are pressure compensated, load--sense components. They operate differently
from conventional spool valves in that the working pressure for the pumps is not determined by the
lowest load. In a conventional system, oil flow to a highly loaded motor or cylinder can be
interrupted by operating another spool that has a lower flow resistance. The load sense valves, on
the other hand, will attempt to satisfy the requirements of both heavy loads and light loads at the
same time. It does this by restricting flow to the light load, with a spool pressure compensator, to
make up the difference in working pressures. The only time the valve assembly fails to satisfy all
loads is when the total flow being demanded by all actuated spools exceeds the available pump
flow.
Oil is used in the valves and returned to the return manifold. The individual valve spools are
actuated by proportional or on/off electric controls controlled by the operator. The proportional
controls allow precise positioning of the valve spools and they also allow the maximum flow from
the individual spools to be limited with a maximum current adjustment.

DM45SP/DMLSP
9--Spool Valve Sections
1. First Valve Section
2. Second Valve Section

The second valve section controls the Telescopic Dust Curtain Cylinders.
3. Third Valve Section

The Chain Wrench Cylinder is supplied by the third valve section.
4. Fourth Valve Section

The fourth valve section controls the Tower Pinning Cylinder.
5. Fifth Valve Section

The fifth valve section controls the Kelly Brake.
6. Sixth Valve Section

The sixth valve section controls the Air Throttle Cylinder.
7. Seventh Valve Section

The seventh valve section controls the Dust Flap (Curtain) Cylinder.
8. Eighth Valve Section
9. Ninth Valve Section

DM45SP/DMLSP

DM45SP/DMLSP
7.12 -- COOLING CIRCUIT
COOLING CIRCUIT
The purpose of the cooling circuit is to remove heat from the hydraulic and engine coolant circuits
on the drill. The cooling circuit accomplishes this with a set of fin and tube heat exchangers, also
called radiators. Heat is transferred from the liquids in the tube side to the fins, and on to the
atmosphere.
TO “P” PORT OF FAN MOTOR

COOLING CIRCUIT 6--- SPOOL VALVE
Figure 7.12---1
RELIEF
VALVE
COOLER PKG.
TEST FITTING DRILL/PROPEL BYPASS CHECK

VALVE VALVE
Shift 500
SUPERCHARGE
PSI PRESSURE GAUGE
MANIFOLD
Feed Feed
Limit Relief
4500 PSI Valve
3.56 CU.IN/REV
31.00 GPMT 4.84 CU.IN/REV
42.00 GPMT
DOUBLE
PUMP
FILTER
30 PSI BYPASS
DRAIN QUICK
MANIFOLD COUPLING
(LOCATED
BELOW
PUMPS)
Oil supply for all of the hydraulic circuits comes from the Hydraulic Reservoir through a Strainer, a
Shut--Off Valve and the Suction Pipe. The two sections of the Double Pump pick up oil from a
Suction Pipe. Each section of the Double pump supplies a different set of functions.

DM45SP/DMLSP
COOLING CIRCUIT (continued)
P1 P2
DOUBLE PUMP
Figure 7.12---2
Double Pump
The double pump is a two section, fixed displacement, vane type pump. The two pumping
elements inside the housing have a common inlet and two separate outlets as shown in the
schematic in Figure 7.12--2.
The circle contains one triangle, signifying one direction of flow. The first section (Section 1) on
each pump is designated schematically as “P1” and the second section (Section 2) of each pump is
designated as “P2”. Pump section 1 is capable of delivering more oil than section 2 for a given input
shaft speed. The suction for the pump is designated as “S”.
The Auxiliary Function Circuit performs all of the tasks associated with the actual drilling process
except Rotation and Drill Feed. These tasks include Oil and Air Cooling.
P1 Pump Circuit
The P1 section of the Double Pump drives the Cooler Package Fan Motor. This section also
supplies pilot oil for use in the Propel, Drill Feed and Rotation Circuits. The maximum working
pressure of these circuits is determined by a Fan Speed of 800 to 1100 RPM. A Relief Valve
mounted on the side of the Cooler is used to regulate the Fan Speed. Oil that is bypassed by this
valve is directed through the Main Filters to the Supercharge Manifold. After P1 oil has been used
to drive the motors, it passes through the Oil Cooler and the system filters and is then supplied to
the Supercharge Manifold for use in other circuits.
P2 Pump Circuit
Oil that does occasionally flow over the Relief Valve mixes with oil being returned from any of the
extending or retracting cylinders and is returned to a return manifold.
Fans
All new drills have 54 inch (1372 mm), 8 blade fan blades with the new style cooler. This allows
slower fan speeds with a resulting decrease in noise. New drills have been modified to use a 65 psi
check valve in place of the amot valve. Some oil can pass through the cooler at startup, allowing a
faster warmup time. The fan speed relief valve has been changed to incorporate a coast down
check valve within the valve. This means the motors will not cavitate during shutdown.

DM45SP/DMLSP

Cooling Package
SIDE ---BY---SIDE COOLER PACKAGE

Figure 7.12---3
A side--by--side cooler package can have an engine water cooler,engine aftercooler, compressor
oil cooler, hydraulic oil cooler and an air conditioner core.
Fan Motor Relief Valve

The Fan Motor Relief Valve is adjusted to control fan speed. To adjust, measure the fan speed with
an appropriate photo or strobe tach. Screw in on the adjustment to increase speed. Screw out on
the adjustment to decrease motor speed. (Make adjustments with system oil at normal operating
temperature). Split Coolers=1000 RPM; Single Unit Coolers=1800 RPM.
Drain Circuit
Also included in the auxiliary function circuit are the return and drain manifolds, which accept oil
from other circuits and the system reservoir, which is the last collection point for all oil that is not
being used by the rest of the hydraulic system.
Hydraulic OIl Cooler
HYDRAULIC OIL COOLER SYMBOL

Figure 7.12---4
The Hydraulic Oil Cooler schematic symbol ( Figure 7.12--4) can be found on the cooling circuit
schematic shown in Figure 7.12--1. The cooler is equipped with a bypass valve to divert oil around
the core when the oil is cold. The oil pressure in this condition will be higher than normal. As oil
temperature reaches its normal operating range, the bypass valve closes and forces oil to go
through the core.

DM45SP/DMLSP
Return Manifold
The return manifold receives the unused portion of P2 oil, plus return oil from several of the
auxiliary functions.
Filters
The system main return filters are located on the rear face of the hydraulic tank (See Figure
7.12--5). All oil from the return manifold is directed through these filters before it is returned to the
system reservoir supercharge manifold. The supercharge of 65 psi provides supply to the piston
pumps and minimizes cavitation problems.
The case drain filter is located on the drill tower support and filters case drain oil prior to return into
the hydraulic tank (See Figure 7.12--5).
RESTRICTION
INDICATOR
Main
Return Figure 7.12---5
Filters
The Oil Filters clean the oil used by the Main Pumps and Motors. Each filter incorporates a Bypass
Check Valve to protect against rupturing the element or housing if the filter becomes plugged.
The Filter is represented schematically by a square, tipped on one corner with the inlet and outlet
connected to the two opposite corners and a dashed line connecting the two remaining corners
(See Figure 7.12--5). Oil flows into the filter through the inlet port and leaves through the outlet port.
Contamination is captured by the porous element within the housing. An additional feature is the
Visual Indicator used to signal a “clogged” element.
Supercharge Circuit
The Supercharge circuit gets its oil from the P1 and P2 sections of the Double Pump, the Water
Injection Motor Return and Regulator Valve bypass port.

DM45SP/DMLSP
7.13 -- ELECTRO--HYDRAULIC SYSTEM
OVERVIEW
The primary function of the Electro--Hydraulic Controls (EHC’s) is to provide a link between
operator command and valve or pump operation. The EHC’s are like the manual controls used on
other machines in that they translate commands from the machine operator into movement of the
valve spools or pump swashplates. They differ from manual controls however, in that the link is not
direct. Before the operator commands reach the valve spool or pump servo, they have been:
a) Translated into an electrical signal
b) Transmitted through a wire
c) Translated into a hydraulic pressure.
It is the hydraulic pressure acting on the valve spool or pump servo control which actually causes
the final spool or swashplate movement.
There are two basic components to each Electro--Hydraulic Control as indicated by the name. The
electric part consists of the electronic or electrical remote controller (RC) mounted in the control
console, the associated wiring parts, and in some cases, additional relays and switches that
modify the electric signal in some way. The electrical part also includes the coil at the valve or pump
that helps to convert the electric signal back to the mechanical movement required to develop
hydraulic pressure. The second basic component of the EHC is the hydraulic part. This part is
simply an arrangement of fixed or variable orifices that oil flows through. The adjustment of the
variable orifice by the electric coil determines the amount of pressure and the corresponding
amount of valve spool movement.
From the operator’s point of view the EHC link will not be that much different from a direct
mechanical link. Movement of the RC in the console will still result in the corresponding movement
of the appropriate drilling function. The RC will be easier to operate and will provide no feedback
(feel) through the control handle. The operator will also find that there are some operation
sequences that the control will not allow (such as powering the rotary head into the rod support).
From a technical point of view however, the EHC link has some distinct differences from the direct
link. The most obvious of these differences is that the EHC link is more complex. The operator’s
command is translated twice before reaching the end of the link. The second primary difference is
that all safety interrupts are included in the link. If the operator attempts an illegal operation in a
protected link, the electrical command that actually reaches the valve or pump will be altered and in
some cases interrupted. If however, the electrical signal actually reaches the device coil and a
pressure signal is generated, the function connected to that device will move.
All the EHC links can be further classified as either proportional or on/off. The proportional links
provide precise movement of the valve spool that corresponds directly to movement of the RC
handle. The proportional links operate with either DC output or a Pulse Width Modulated (PWM)
current output depending on the device being controlled. The signals for pump control for
example, are 0 to 300 milliamp, DC current signal. The On/Off links provide a DC current output
which causes full travel of the valve spool whenever the RC handle moves past the threshold
position.

DM45SP/DMLSP
GENERAL CONCEPTS AND TERMINOLOGY

The following pages provide a discussion of the general circuit concepts, as well as a detailed
description of each type of EHC and associated parts.
Current Control
The proportional RC’s used for the Drillmaster Series are current control devices. The RC’s that
drive Denison coils supply a current signal in the range of 60 to 300 milliamps depending on handle
position. The Rotary RC’s which drive the FEMA valve coils supply a current signal from 100 to 500
milliamp range proportional to the position of the handle.
Current control devices operate differently from voltage control devices in that their output voltage
is not always useful as an indicator of valve operation or position. It is the current, not the voltage,
that is the same for a given handle or knob position. The only reliable check of the RC output is to
measure the current flowing from the device. A simple example demonstrates this fact:
Suppose a 24 ohm coil is supplied with a 24 volt DC input. The current that will flow through the coil
is V/R = 1.00 Amp. If the voltage to the coil is reduced by half, the current will be cut by half. If the
coil fails open the current will be 0. If the coil shorts, the current will most likely be high enough to
melt the insulation from the wires.
On the other hand, suppose the same coil is supplied with a regulated current signal (1 Amp). The
voltage across the coil will be 1 Amp x 24 Ohms = 24 volts. If the current is cut by half, the voltage
will be cut by half. If the coil fails open when a 1/2 Amp regulated current is called for, the voltage
goes to battery voltage, 24 volts, to try to hold up the current signal. If the coil shorts, voltage drops
to zero to try to maintain the current at 1/2 Amp.
This illustrates that the voltage on a RC output can be zero if the coil is shorted. Likewise the
voltage reading can be 24 volts if the output is open regardless of the handle position. Output
voltage is not necessarily a good indicator of circuit operation unless the circuit resistance is
known.
Pulse Width Modulation

Pulse Width Modulation (PWM) is the name given to a particular kind of electrical signal used for
some hydraulic control applications. The signal results from high speed electronic switching of
supply voltage to create a string of pulses all having the same height and varying width.
The PWM frequency for a given application is constant. That means that the amount of time that
elapses between the start of a pulse and the start of the next pulse (the period “P”) is always the
same. In the case of the Drillmaster Series PWM signals, that time is 1/33 HZ = .03 seconds. The
time during every period “P” of the wave form when the voltage is switched on is the “on time” or
“pulse width”. Likewise the time during every period when the voltage is switched off is the “off
time”. The variation of the pulse width, or on time vs. off time, is what gives the signal
proportionality.

DM45SP/DMLSP
GENERAL CONCEPTS AND TERMINOLOGY (continued)
Threshold
The threshold is the minimum output level from an RC. The current ranges for the controllers
described above start at some level other than zero. In the case of the Denison RC, for example,
the current output starts at 60 milliamps. By starting at this minimum level, current values that are
too low to cause any resulting movement of the pump servo can be tuned out. As soon as the RC
handle moves off center, the current level jumps up to the minimum level required to cause
something to happen.
Maximum Out
Maximum Out is the maximum current level delivered by an RC when the handle or knob is at full
stroke. For example, the normal maximum out for the Denison RC is 300 milliamps. The maximum
out adjustment is preset but adjusting a potentiometer on the RC circuit board can change the
level.
CONTROLLERS
Dual Range
A Dual Range RC has two maximum output levels; a low range level, and a high range level. These
controllers can be identified by the “R” terminal on the main terminal strip. When the “R” terminal is
supplied with a 24 VDC signal, the controller is in high range and the corresponding current range
will be from the threshold setting to the normal maximum out setting. The high range value is set by
the maximum out pot described above. When the voltage signal to the “R” terminal is interrupted,
the controller is in the low range. In this range, the current output will be from threshold to the low
range setting. The low range setting is adjustable with the low range pot on the RC circuit board.
Single Coil Controllers
The Denison RC can be further classified as single coil controllers. In these circuits, there is 1 coil
connected between the “A” and “B” terminal on the RC terminal strip. When the handle is moved
toward the “A” terminal, current flows out “A”, through the coil winding in the pump stroker, and back
to the RC “B” terminal. When the handle moves toward the “B” terminal, current flows out “B”,
through the coil winding and back to the RC “A” terminal. The pump stroker interprets the direction
of the current as well as the magnitude of the current.
Dual Coil Controllers
The Apitech and Fema valve coils interpret only the magnitude of the current signal, not the
direction of the current flow. In the case of the Apitech valves, there is one coil that moves the spool
in one direction and another coil moves the spool in the other direction. In these “dual coil” circuits,
the “A” terminal is connected to either of two wires on a valve coil. The remaining coil wire is
connected to ground. The “B” terminal of the RC is connected to either of the two wires on the
second coil. The remaining coil wire is connected to ground. When the handle is moved toward the
“A” terminal, current flows through the first coil, and then to ground. When the handle is moved
toward the “B” terminal, current flows through the second coil to ground.

DM45SP/DMLSP
DENISON 500 STROKER
The DENISON 500 Electro--Hydraulic Stroker (See Figure 7.13--1) provides a modulating servo
position proportional to input current. It does not require electrical displacement.
The electro--hydraulics stroker, consisting of a voice coil, jet pipe and piston, positions the rotary
servo shaft, which controls the pump rocker cam position. With zero current input, the voice coil
exerts no force, and the two springs center the jet pipe between the receivers, the jet stream splits
evenly to produce the same pressure in each receiver. These pressures are connected to
corresponding ends of the piston and being equal create no motion.
If current is applied to the voice coil, it exerts a force on the armature in proportion to the magnitude
and polarity of the current. This causes the jet pipe to deflect so that it is aimed more directly at one
receiver pipe. The pressure in that pipe rises and the pressure in the other pipe falls, causing the
pressure on the ends of the piston to change accordingly. The piston then moves, rotating the
servo shaft and either compressing or relaxing the feedback spring, depending on the direction of
motion. When the piston moves far enough that the change in feedback spring force equals the
voice coil force, the jet pipe re--centers and the piston stops at that position.
1
6
DENISON STROKER
Figure 7.13---1
5
3 4
The numbers in Figure 7.13--1 correspond to the numbers below. Each number below precedes a
description of the component it represents.
1. Manual Override Shaft -- Used to manually stroke the pump.
2. Mechanical Null Adjustment--Used to mechanically center the pump swashplate in neutral
position.
3. Servo Supply Tube -- Tube which carries pump servo pressure to the Denison Stroker
from the main body of the pump.
4. Mechanical Volume Stop Adjustment -- Used to mechanically set the pump volume.
5. Two Pin Electrical Connector -- Military style connector which receives electrical signals.
6. Electrical Null Adjustment -- Fine tunes the main pump after initial mechanical adjustment
has been done.

DM45SP/DMLSP
DENISON 500 STROKER (continued)

Denison 500 Stroker Adjustment
There are two styles of electric input controls used on Denison pumps. One control style has an
“acorn nut” type mechanical null adjustment assembly. The other has an enclosed style
mechanical null adjustment assembly like those shown in figure 7.13--1. Tools needed for “Null”
adjustment are:
Acorn Type
1) 2 x 3/4” open end wrenches
2) 1 x rod to fit through a 1/8” hole in the null adjustment shaft
3) 2 x 7/16” open end wrench (for electrical null steps)
4) 2 x --4 (1/4”) JIC capnuts
5) 1 x 3/32” Allen Wrench
Enclosed Mechanical Type
1) 1 x 3/4” open end wrench
2) 2 x 7/16” open end wrench (for electrical null steps)
3) 1 x 3/16” Allen wrench
Adjustment Steps
1. Track mounted drills should be in the propel mode with the machine raised on jacks until the
tracks clear the ground.
2. With the drill turned off, disconnect the electric wires from the two pin connector on the pump
input control.
3. Start the drill. If the tracks creep, the pump null is out of adjustment.
4. With the drill turned off, remove the servo supply tube (See Figure 7.13--1) and cap the two
open ports with the --4 JIC capnuts.
5. a). For acorn nut style adjustments, remove the acorn nut from the mechanical null adjust
screw using a 3/4” wrench. Hold the null adjust screw with a rod inserted through the 1/8” hole
in the side of the screw. Loosen the lock nut.
b). If adjustment is the enclosed type, remove the plug from the end of the 3/4” hex barrel
using a 3/16” Allen wrench. Insert a 1/4” Allen into the end of the barrel to hold the internal
screw stem. Loosen the 3/4” hex barrel.

DM45SP/DMLSP
DENISON 500 STROKER (continued)

Adjustment Steps (continued)
6. Turn the null adjust screw in one direction until the track starts creeping. Note the position of
the null adjust screw.
Note: The nulls adjust screw has a mechanical stop that limits its rotation in both directions.
Do not force the screw past its stops.
7. Turn null adjust screw in the other direction until the track starts creeping in the other direction.
Again, note the position of the adjust screw.
8. Position the null adjust screw halfway between the two positions found in steps 6 and 7 and
then lock adjustment screw in place by tightening the locknut (acorn style control) or hex barrel
(within 100 psi). This can be verified by measuring the pressures at the pump A and B ports.
9. Replace the acorn nut (acorn nut style control) or the barrel nut plug (enclosed style control).
The pump is now mechanically nulled.
10. With drill turned off, remove the --4 JIC capnuts from the input control and re--install the servo
supply tube. Restart the engine.
Note: When engine is started, tracks may creep even though the pump has been mechanically
nulled. The electric part of the adjustment will correct the creeping.
11. The electric null adjust screw is an allen screw located under capnut shown in Figure 7.13--1.
Remove the capnut from the electric null adjust screw using two 7/16” open end wrenches.
Hold the internal Allen screw with a 3/32” Allen Wrench and loosen the jam nut.
12. Turn the electric null adjust screw in one direction until track starts to creep. Note the position
of the screw.
13. Turn the electric null adjust screw in the other direction until the track starts to creep in the other
direction. Again, note the position of the null adjust screw.
14. Position electric null adjust screw half way between the two positions found in steps 12 and 13,
and then lock the adjustment screw in place by tightening the jam nut. Pump “A” and “B” side
pressures should now be equal (within 100 psi). This can be verified if desired by measuring
the pressures at the pump “A” and “B” ports.
15. Replace the capnut and reconnect the electric wires to the two--pin connector. The pump null
adjustment is now complete.
VALVES
Apitech Pulsars
The PULSAR VS Series pressure control valve is a normally closed, spring biased, solenoid
actuated, high speed, digital (on/off) valve. It consists of a removable, replaceable cartridge
assembly specifically matched with a separate orifice plate and O--ring seal. To generate a
proportional control pressure, the coil is energized 33 times per second with a pulse width
modulated (PWM) electrical signal.

DM45SP/DMLSP
VALVES (continued)
Apitech Pulsars (continued)
The resulting control pressure is directly proportional to the duty cycle or “On” time per cycle of this
excitation. Oil exiting the cartridge is restricted by the 0.024” fixed orifice plate; the resulting
backpressure is proportional to the operator--regulated duty cycle. This pressure is then routed
within the working section to the end of the main spool to furnish the control pressure.
“P” SUPPLY
“C” CONTROL VS SERIES PULSAR

Figure 7.13---2
TANK
6--Spool Valve
The 6--Spool Valve assembly is an electrically operated, proportional, load sensing 4--way valve
stack. The individual parts and features are shown in Figure 7.13--3.
The inlet section of the assembly contains the pilot pressure reducing valve and filter for the 6
spools. It also contains the unloader valve for setting the maximum working pressure for all spool
valve functions on the machine. The unloader is adjusted to 3000 psi working pressure at the
factory and should not require readjustment in the field.
The inlet section, pilot pressure reducing valve and filter are serviceable items. The valve can be
replaced by screwing the old one out of the inlet housing and screwing in a new one.
There are 4 work port relief valves in the 6--Spool Valve assembly. The first spool section has a port
relief on both C1 and C2 ports to control hoist pressures. These pressures are set for 2000 psi
pressure reading at the 6--Spool Valve test port (with C1 and C2 ports blocked). The second spool
section has a port relief on the C2 port to control tower raising pressure. This valve is set for 2750
psi pressure reading at the 6--Spool Valve test port (with the Tower Raising Cylinders fully stroked).
The sixth spool section has a port relief on the C2 port to control maximum Water Injection Motor
pressure. This valve is set for 1000 psi pressure reading at the 6--Spool Valve test port (with C2
port blocked). All of these pressures are adjusted at the factory. No adjustment should be required
in the field unless an entire assembly is being replaced.
Each spool section has two Pulsar coils for shifting the spool (one for each direction). The coils and
the respective ports they control are shown in Figure 7.13--2. The coils can be replaced by
screwing the old part out and inserting a new one in its place.

DM45SP/DMLSP
VALVES (continued)
6--Spool Valve (continued)
When removing a coil, the o--ring inside the coil cavity must also be replaced. Remove the o--ring
with an o--ring pick. Insert the new o--ring into the coil cavity and be sure it is fully seated before
screwing in the new Pulsar. If the o--ring has not been inserted properly, a resistance will be felt as
the Pulsar is being screwed in place and the valve will not operate properly.
FLOW LIMITERS FOR FLOW LIMITER FOR DUST MANUAL OVERRIDE ON EACH
C1 FLOW ON TOP. COLLECTOR (ALL OTHER SPOOL. USE A LONG 3/8 NC
DO NOT ADJUST. LIMITERS ARE NOT USED). BOLT FOR A HANDLE.
HOIST LOWER
RELIEF VALVE
(2000 PSI) C1 PORTS ON TOP
PRESSURE
COMPENSATOR
(ONE EACH SPOOL)
TEST PORT
PILOT
REDUCING
VALVE C2 PORTS ON
BOTTOM
REPLACEABLE PULSAR FOR

PILOT FILTER P--- C2 FLOW
PULSAR FOR
UNLOADER P--- C1 FLOW
ADJUSTMENT
WATER INJECTION
TOWER RAISE RELIEF VALVE
HOIST RAISE FLOW LIMITERS FOR C2
RELIEF VALVE (1000 PSI)
RELIEF VALVE FLOW ON BOTTOM. DO
(2000 PSI) (2750 PSI) NOT ADJUST.
6---SPOOL VALVE
Figure 7.13---3
NOTE: Speed control of some of the valve functions is done with current adjustments to the valve
coils. See the electrical EHC section for more details.

DM45SP/DMLSP
VALVES (continued)
9--Spool Valve
The 9--Spool Valve assembly is an electrically operated, proportional, load sensing 4--way valve
stack. The individual parts and features are shown in Figure 7.13--4.
C2 FLOW LIMITER MANUAL CONTROL SHAFT PULSARS FOR P--- C1

(DO NOT ADJUST) (USE OPEN--- END FLOW ON TOP
WRENCH TO OPERATE)
C1 FLOW LIMITER
(DO NOT ADJUST)
PILOT REDUCING
VALVE AND FILTER C1 PORTS
(DO NOT ADJUST) ON TOP
9---SPOOL VALVE
Figure 7.13---4 C2 PORTS ON
BOTTOM
PULSARS FOR
P--- C2 FLOW
ON BOTTOM
COMPENSATOR SPOOL ACCESSED FROM COMMON PRESSURE LIMITERS

UNDERNEATH SECTION (SAME CAVITY AS UNDERNEATH SPOOLS 4 AND 5.
COMMON PRESSURE LIMITER) SET AT 3000 PSI.
The inlet section of the assembly contains the pilot pressure reducing valve and filter for the 9
spools. The inlet does not have an unloader. This stack sends a signal to the 6--Spool Valve
unloader that controls the maximum working pressure for both assemblies.
The inlet section, pilot pressure reducing valve and filter are serviceable items. The valve can be
replaced by screwing the old one out of the inlet housing and screwing in a new one.
There are 2 ”common pressure limiters” in the 9--Spool Valve assembly. The common pressure
limiter controls the maximum spool compensator pressure to limit working pressure at both C1 and
C2 ports. The limiter in the fourth spool section provides a means to limit pressure. The same is
true for the limiter in the fifth spool section. All of these pressures are adjusted at the factory. No
adjustment should be required in the field unless an entire assembly is being replaced.
Extending or retracting the cylinder all the way and reading the pressure at the test port on the
6--Spool Valve inlet (with the spool actuated) can check the maximum pressure in any cylinder
circuit. The maximum pressure in a motor circuit can be checked by plugging the valve work ports
and reading the pressure at 6--Spool Valve test port (with the spool actuated).

DM45SP/DMLSP
VALVES (continued)
9--Spool Valve (continued)
Each spool section has two Pulsar coils for shifting the spool (one for each direction). The coils and
the respective ports they control are shown in Figure 7.13--2. The coils can be replaced by
screwing the old part out and inserting a new one in its place. When removing a coil, the o--ring
inside the coil cavity must also be replaced. Remove the o--ring with an o--ring pick. Insert the new
o--ring into the coil cavity and be sure it is fully seated before screwing in the new Pulsar. If the
o--ring has not been inserted properly, a resistance will be felt as the Pulsar is being screwed in
place and the valve will not operate properly.
Note: Speed control of some of the valve functions is done with current adjustments to the valve
coils. See the electrical EHC section for more details.
FEMA Pulldown / Holdback Control Valves

The FEMA Pressure controller (Figure 7.13--5) is used in the drill feed system. On low--pressure
drills it is used only in the Pulldown circuit. On high pressure drills there are two used. One is
used in Pulldown and one in the torque limit circuit. The FEMA Pressure controller is a proportional
pressure controller which consists of a coil, armature, poppet, nozzle, filter and housing. The
FEMA valve is used as part of the main pump compensator control circuit in the Drill mode of
operation. It is hydraulically isolated from the pump by a pilot operated check valve when the drill is
in the propel mode. The FEMA valves are located between dust collector and the tower support on
the service decking.
FEMA PULLDOWN CONTROL

Figure 7.13---5
FEMA PULLDOWN
CONTROL VALVE
(DUST COLLECTOR
SIDE DECKING)
CONTROLLERS
Pulldown Controller
As the operator turns the Pulldown or Holdback controller to the right, the DC electrical current
signal to the FEMA controller is increased. As current is increased to the valve coil, the internal
poppet is pushed closer to the nozzle. This poppet movement causes a restriction to oil flow that in
turn builds pressure proportionally at the valves “C” port. This valve adjustment is made by the drill
operator when there is a requirement for feed pressure increase or decrease.

DM45SP/DMLSP
CONTROLLERS (continued)
Pulldown Controller
The Pulldown force rotary controller is energized (wire # 82) when the Drill/Propel switch is in the
Drill mode. The electrical current output of the controller is a direct current proportional signal from
0--12 VDC w/24 Ohm Coil. When the operator turns the control knob to the right, current signal is
supplied to the FEMA valve coil. The farther the knob is turned the higher the current signal output
will be.
When the Feed control lever is in the feed down position, the feed system hydraulic pressure can
be controlled remotely by turning the Pulldown force knob. The pressure is variable from zero to
maximum Pulldown pressure.
Note: Maximum Pulldown pressure developed while drilling is dependent on force controller
output and ground (rock) formation conditions. While drilling in soft ground formations, it may be
impossible to reach the maximum hydraulic pressure relief setting.
PULLDOWN ROTARY CONTROLLER

TRIMPOTS Figure 7.13---6
OUTPUT RANGE OF 100--- 500MA

FEMA CIRCUIT 0--- 12 VDC
LED
Water Injection Rotary Activated Controller

The water injection remote controller provides a proportional signal that is actuated by the drill
operator through a rotary control knob. The output it provides is the same 33 Hz PWM signal as the
other controllers associated with Apitech valves.
WATER INJECTION ROTARY

ACTUATED CONTROLLER
Figure 7.13---7
ADJUSTABLE
TRIMPOTS
LED
ROTARY CONTROL KNOB
The water injection controller electrical power is provided from wire number 80 on the electrical
circuit through the three position Dust Control Switch. The rotary controller is energized when the
switch is turned to the water injection position. As the knob is turned from its off position, it supplies
a proportional current signal to the upper coil on the sixth spool of the 6--spool valve stack. This
shifts the spool to allow oil to flow out the “C2” port to the water injection motor. The oil flow, and
therefore the motor speed, is determined by the position of the rotary remote controller knob.

DM45SP/DMLSP
LIMIT SWITCHES
In some cases, an EHC link must receive information about the position of drill components so that
drilling operations can be sequenced or protected against movement that would cause damage.
In the drill electrical circuit, limit switches mounted at appropriate locations in the tower assembly
provide this information.
The limit switches all have two sets of contacts (four terminals). One set of contacts is normally
open (NO) and the other is normally closed (NC). Whenever the lever is in its normal
(un--actuated) position, a circuit attached to the NO contacts will be interrupted so that no current
can flow. If the switch arm is rotated either clockwise or counter--clockwise, the contacts change
state. The NO contacts will close to enable their circuit and the NC contacts will open to interrupt
their circuit.
ARM ROTATY CONTROL KNOB

LIMIT SWITCH
LIMIT SWITCH
Figure 7.13---8
RELAYS
DPDT 24 VDC Relay
There are several relays that are used on the drillS in various electrical circuits. The relay
illustrated in Figure 7.13--9 is typical of the relays used. This is a double pole, double throw, 24
VDC relay. Each relay includes a 24 VDC coil and two sets of contacts. Each set of contacts (“A”
and “B”) has a normally open pair and a normally closed pair. When the coil of the relay is
energized, the electro--magnetic energy causes the internal contact pairs to change state. The
normally open pairs will close, and the normally closed pairs will open.
N.O.
COMMON
N.C. DPDT 24 VDC RELAY

Figure 7.13---9
NEG.
24 VDC

DM45SP/DMLSP
RELAYS (continued)
Figure 7.13--10 shows Relays located behind the Engine Functions Panel of the operators console
(See Section 4 Operating Controls For Panel Location).
RELAYS BEHIND
PANEL
Figure 7.13---10
TYPICAL COIL RESISTANCE

The resistance of a coil on an Apitech valve, Fema valve or a Denison stroker can be checked from
the cab console. Use the following procedure for the coil being checked.
Denison Stroker Coil
When checking the Denison coil, it is recommended to switch the drill propel selector switch to the
propel position. Remove the wires from the “A” and “B” terminals of the propel controller. Measure
the resistance between the two open wires. The resistance should be 24 to 30 ohms.
If checked in the drill mode, the feed circuit resistance can be greater than 30 ohms (Denison coil
resistance) due to the possibility of the deceleration resistor being in the circuit. If checked in the
drill mode, with the rotary head at the top of the tower, the resistance between the “A” and “B” wires
should be about 420 ohms. The additional resistance will come from a 390--ohm resistor in the
feed deceleration circuit.
ADJUSTMENTS
Apitech Coils
There are two coils on each Apitech valve section. To check the coil attached to the controller “A”
terminal, remove the wire from the “A” terminal and read the resistance between the open wire and
ground. The resistance should be about 65 ohms. The “B” side coil resistance can be checked the
same way.
Fema Coils
The Pulldown FEMA coil resistance can be checked only if the carousel is in the stowed (open)
position. Remove the wires from the controller “A” and “B” terminals. Measure the resistance
between the two open wires. The resistance should be about 24 ohms.
PROPORTIONAL REMOTE CONTROL OUTPUT
OEM or remote controllers can be checked for proper output with a voltmeter. To check an RC with
a voltmeter follow the procedure below.
1. Check for 24 VDC input voltage. Read from terminal “+” to ground “--”.

DM45SP/DMLSP
PROPORTIONAL REMOTE CONTROL OUTPUT (continued)

2. Check for good ground. Power off, read resistance from terminal“--” to ground. Resistance
should be zero.
3. Check the coil resistance for the particular circuit as explained in the section above.
4. With the resistance known and the “A” and “B” wires connected back up, the voltage from
“A” to “--” or from “B” to “--” can be measured. Voltage should be in the following ranges:
a) Apitech Circuits: Variable 0 -- 24 VDC w/65 Ohm coil
b) FEMA Circuit: Variable 0 -- 12 VDC w/24 Ohm coil
c) Denison Circuits: Variable 0 -- 10 VDC w/27 Ohm coil
CHECKING RELAY
The easiest way to do a quick check on a relay is to listen to or feel the relay. If the relay is being
actuated by a switch signal, it will click when the connection is made. A more reliable check
requires the use of a voltmeter. Check the coil terminals. One coil terminal should be grounded and
one should receive a voltage signal when appropriate. If the relay is switching, check the individual
contact pairs next. Check the resistance across the contact pairs (both open and closed) with the
wires disconnected or the relay pulled from its socket. Open contacts read infinite resistance.
Closed contacts read zero resistance. Make sure the contacts are not welded together by
switching the relay with 24 volts and repeating the resistance check.
CHECKING LIMIT SWITCH
The easiest way to check the function of a limit switch is to rotate the arm and listen for the click of
the switch. A more reliable check requires the use of a voltmeter. Open up the cover and check the
resistance across the contact pairs (open and closed) with the wires disconnected. Also make
sure the contact pairs change from open to closed or closed to open when the arm is switched back
and forth.
CHECKING DIODE
To check a diode, remove it from the circuit. The diode is a uni--directional device (like a check
valve) so be sure to remember exactly what end was connected to what terminal so that it can be
put back in the same orientation. One end of the diode has a line printed around it. The line is on
the end that BLOCKS current flow. Set the voltmeter to read resistance (ohms). Connect the red
lead to the end with the line. Connect the black lead to the end away from the line. The resistance
indicated should be infinite (open circuit). Now switch the meter leads black on line and red away
from the line). Resistance should be zero (closed circuit). If either test fails, the diode is no good.
DIODES
VARIABLE RESISTORS AND DIODES

(LOCATED IN OPERATOR’S CONSOLE
UNDER DRILL FEED PANEL)
Figure 7.13---11
VARIABLE
RESISTORS

DM45SP/DMLSP
7.14 -- EHC OPERATION
OPERATION
Jack Controllers
The controllers used in conjunction with the Apitech hydraulic valves are Pulse Width
Modulated (PWM) controllers. The controllers shown in Figure 7.14--1 are representations of
the typical controllers used.
AUXILIARY FUNCTION CONTROLLER

Figure 7.14---1
The Jack Control (A) EHC’s are only energized when the Drill/Propel switch is in the “DRILL”
mode. The EHC links that operate the 3 jack spools are pulse width modulated (PWM) links.
These links control spools number three, four and five in the six--spool valve stack. The RC’s
(Remote Controllers) are set up to drive dual coils as described in VALVES, Apitech Pulsars
The Jack remote controls (RC’s) have a neutral lock that must be lifted by the operator before
the lever can be taken off center. The neutral locks are intended to prevent unintentional
movement of the handle.
Whenever a RC handle is moved away from the operator, the “A” terminal delivers a PWM
current signal to the upper Pulsar on the appropriate valve spool. (The current level coming
from the RC is proportional to the handle position). The upper Pulsar converts the current
signal to the proportional pressure signal required to position the valve spool and oil flows out
the valve “C1” port to retract the jack cylinder. When the RC handle is moved toward the
operator, the “B” terminal on the RC board delivers a proportional PWM current signal to the
wire connected to the lower Pulsar. The Pulsar converts the current signal to a pressure signal
that acts on the valve spool to shift in the other direction. Oil flows out port “C2” to extend the
jack cylinder.
Hoist Controller
The Hoist Control RC (Figure 7.14--1) is the same type with the same PWM output as the jacks
RC. When the control handle is moved away from the operator, the “A” terminal and the circuit
attached to it is powered with a proportional PWM current signal. This raises the hoist cable.
When the handle is moved in the “B” direction, current flows through the lower valve coil on the
hoist spool (6 spool) and oil flows out the “C2” valve port to lower the hoist cable.

DM45SP/DMLSP
Tower Raising Controller
The Tower Raising Control RC (Figure 7.14--1) is the same type controller as the jacks and
hoist. It is a PWM control with a neutral lock. Current from the “B” terminal powers the upper
Pulsar on the second spool of the six--spool valve stack. This causes oil to flow from the “C2”
port to extend the tower raise cylinders and raise the tower. The “A” terminal is connected to the
lower Pulsar that controls oil flow out the spool valves “C1” port to retract the cylinders and
lower the tower.
Chain Wrench Controller

The Chain Wrench RC (Figure 7.14--1) is the same as the controllers for the jacks, hoist and
tower raise. Moving the handle toward the “B” terminal enables a PWM signal to flow to the
Pulsar on the “C2” side of the spool valve. This signal causes the spool to shift directing oil flow
from the “C2” port to the base end or extend port of the chain wrench cylinder. Moving the
handle toward the “A” terminal causes the spool to shift the other direction, sending oil flow from
the “C1” port to the retract or rod end of the chain wrench hydraulic cylinder.
Water Injection Controller

The Water Injection RC (Figure 7.14--2) is a proportional control with a rotary knob. The output
it provides is the same 33 Hz PWM signal that the above RC’s use.
ROTARY CONTROLLER
Figure 7.14---2
The Water Injection RC power is provided from wire number eighty (80) in the electrical circuit
through a three--position switch. The RC is turned on when the Water Injection/Dust Collector
switch is turned to the Water Injection position. As the RC knob is turned away from its off
position, it supplies a proportional PWM current signal to the upper coil of the six--spool valve
stack. This shifts the spool to allow oil flow out the “C2” port to the water injection motor. The oil
flow and therefore the motor speed is determined by the position of the RC knob.
Dust Collector
The EHC link for the Dust Collector is significantly less complicated than those described in the
previous discussions. This link is an on/off control that powers up the lower Pulsar on the sixth
spool in the six--spool valve stack. The 24 VDC signal comes from the dust collector/water
injection selector switch when it is shifted to the DC/PULSE position. The 24 VDC signal
causes the valve spool to shift all the way to its spool stop to flow oil out the “C1” port to turn the
dust collector motor.

DM45SP/DMLSP
Dust Hood Controller
The Dust Hood controller is a dual axis controller (Figure 7.14--3). This controller is used to
control both raising and lowering of the dust hood and raising and lowering of the front and rear
dust curtains. Moving the handle left and right lowers and raises the front and rear curtains.
Moving the handle fore and aft raises and lowers the dust hood.
This controller is not a PWM controller. It is a dual axis, On/Off, spring to neutral type and
supplies 24 VDC from the micro switch to the Pulsar that corresponds to the direction of handle
movement. There are four micro switches located at the bottom of the controller that are
actuated by the handle when moved.
DUAL ACTION CONTROLLER

Figure 7.14---3
MICRO SWITCHES
Tower Pinning
The Tower Pinning is controlled by a spring--centered toggle switch. The switch supplies 24
VDC to the Pulsars on section four of the nine--spool valve stack. Pushing the switch up
energizes the Pulsar corresponding to the “C1” port diverting oil to extend the pinning cylinder.
Pushing the switch down energizes the Pulsar corresponding to the “C2” port of the valve
section. This disengages (retracts) the pinning cylinder, unpinning the tower from the pinning
clevis.
Note: Do not operate the machine in “DRILL” mode with the tower unpinned. This can result in
excessive loading of the tower support pivot area and the tower raising cylinders. Improper
operation of the machine can cause severe damage or injury.
DRILL PROPEL VALVE

The Drill/Propel Mode Control Valve manages all of the mode selection, brake and pump
compensator enabling tasks for the drill. It is a ductile iron manifold into which 4 valve cartridges
are inserted (See Figure 7.14--4). A solenoid operated 4--way valve, bolted to one side of the
manifold, selects the drill mode or the propel mode for the drill. The solenoid is energized when the
propel mode is selected and de--energized when in the Drill mode.
The valve assembly can be completely rebuilt by replacing the 4 valve cartridges and the solenoid
operated 4--way valve bolted to the side of the manifold. The assembly should never be serviced
as a complete unit.

DM45SP/DMLSP
DRILL PROPEL VALVE (continued)
TEST PORT (5 PLACES)
PLUG
2--- WAY VALVE
DRILL / PROPEL CONTROL
(TORQUE LIMIT)
VALVE ASSEMBLY
2--- WAY VALVE Figure 7.14---4
(FEED LIMIT)
PLUG 4--- WAY

VALVE
BRAKE PRESSURE REDUCING VALVE
BRAKE RELEASE CHECK VALVE
The only adjustment on the assembly is a pressure adjustment for the propel Brakes. The Brake
pressure is set at 500 psi by turning the adjustment until this pressure is indicated at the Brake
Pressure test port. The engine should be running (at high idle) and Propel mode should be
selected when the pressure is being adjusted. The drill does not have to be propelling.
DRILL FEED CIRCUIT

With the Drill/Propel selector in the Drill position, electrical power transfers from wire number 80 to
wire number 82 (See Figure 7.14--6). This supplies power to the Feed, Rotation and Auxiliary
function controllers. These controllers are used in conjunction with the Drilling process.
To start the kelly feed moving down the tower, the operator pulls the Feed lever forward. This sends
a proportional electrical current from the controller to the cab side Denison main pump stroker (See
CONTROLLERS, Denison 500 Stroker, Figure 7.13--1). The electrical signal to the stroker results
in changing the main pump swashplate angle. The farther the lever is moved, the farther the
swashplate will come on stroke, increasing the pump displacement from zero displacement up to
the full displacement setting of the pump. Reducing the lever movement, (reducing the current
output to the stroker) reduces the swashplate angle. Therefore, kelly feed speed is affected by the
amount of feed lever movement.
The Drill/Propel control valve and the FEMA actuator also affect the movement of the kelly feed.
When the Drill /Propel switch is in the “DRILL” mode, power is supplied to the Feed control lever,
Pulldown Force controller and to the solenoid operated four way valve portion of the Drill/Propel
control valve. Energizing the solenoid shifts the valve, enabling communication (hydraulically)
between the main pump compensator “VA” port and the drain manifold through the Drill/Propel
control valve and the FEMA actuator.

DM45SP/DMLSP
DRILL FEED CIRCUIT (continued)

The FEMA actuator is a normally open electrically controlled hydraulic valve (See Figure 7.14--5).
It receives electrical signal from the Pulldown Force rotary controller. The Pulldown force controller
sends 24 VDC electrical signal to the FEMA valve.
COARSE FILTER
CONTROL PRESSURE (”C” PORT)
100
Control
Pressure
ELEC (%)
100
Input Current (%)
NOZZLE COIL/MAGNET
ARMATURE
POPPET
PROPORTIONAL PRESSURE CONTROLLER

(PPC TWO PORT DESIGN)
Figure 7.14---5
If the FEMA valve is receiving no current signal, it will be in the normally open condition. In the open
condition, the “VA” line of the main pump compensator is open or “Vented” to tank.
Electrical signal to the FEMA coil causes the FEMA valve to close off the communication path of
the “VA” port to the tank. Increasing the current signal closes off the FEMA valve, allowing a rise of
the Feed circuit hydraulic pressure. Feed pressure is proportional to the amount of Pulldown Force
control knob movement. Turning the knob to the right increases system pressure and turning to
the left lowers system pressure.
Figure 7.14--6 contains a simplified schematic sketch of the feed circuit. Only the essential
components for controlling the feed on the drill are shown. The other components and circuit
interlocks have been left off to simplify the discussion of the operation of the feed circuit.
Relay R10 and R11 are optional interlocks to the propel circuit. Relay R10 allows the rig to propel
only when all of the jacks are fully retracted.
Terminals R, D and N on the Feed Electro--Hydraulic Controller (EHC) are used for different
applications and will be discussed in further detail in other sections of this manual.
When the Propel/Drill Selector switch is in the “DRILL” position, Wire 82 provides electrical power
to the Pull Down (Feed) EHC, the Rotation EHC and the other electro--hydraulic controls (See
Figure 7.14--6).
Note that relays R5 & R6 are DE--ENERGIZED whenever the Mode Selector switch is in the DRILL
position. This prevents the Drill from shifting into Propel mode in the event that electrical power is
lost. As a further safety measure, only those electro--hydraulic controllers (EHC) necessary for
drilling operations are energized.
Pulling the handle of the Feed EHC toward the operator will cause the rotary head to move down
the tower at speeds depending on the displacement of the handle from the neutral position.
Similarly, pushing the handle away from the operator will cause the power head to move up the
tower.

DM45SP/DMLSP
DRILL FEED CIRCUIT (continued)
PROPEL DRILL
TRAM
INTERLOCK DUST COLLECTOR FAN
MOTOR INTERLOCK
PROPEL SELECT
JACK RELAYS
INTERLOCK
PROPEL MODE
INDICATOR LIGHT
(OPTION)
PROPEL DRILL
SOLENOID VALVE
PROPEL ALARM
NEUTRAL
DETECT PROPEL MODE CAB SIDE
MAIN PUMP (SPRING
CAB RETURN TO NEUTRAL,
SIDE CENTER LOCKING)
MAIN
PUMP
DRILL MODE
ROTATION
(FRICTION HOLD
CENTER LOCK)
NEUTRAL
SPEED REDUCER DETECT
BUTTON IN PULLDOWN
HANDLE
APITECH 65 Ω .33Hz PWM
KELLY BRAKE
9--- SPOOL
UPPER TOWER DECEL
TRAM INTERLOCK
(OPTION)
PARTIAL SCHEMATIC FOR FEED CIRCUIT

Figure 7.14---6

DM45SP/DMLSP
ROTATION CONTROL
When the Drill/Propel switch is in the Drill mode, the main pump controller on the Dust Collector
side is used to control the drill pipe rotation. It controls both speed and direction of rotation.
Pushing the controller away from the operator makes the drill pipe turn counterclockwise or
reverse for breakout. This direction of rotation is used to when changing drill bits or DHD hammers.
Pulling the control lever forward starts the drill pipe turning clockwise. This direction of rotation is
used for normal drilling and for adding or changing drill bits or DHD hammers. The Rotation
controller is shown in Figure 7.14--7. For Torque control information, see Torque Limit section.
LP Drill Feed and Rotation Controller

The EHC link for Feed pump control uses a proportional, single coil RC with a neutral safety lock
and dual range control switch. The RC output is a proportional DC current signal, not a PWM
current signal (See Figure 7.14--7). The Mode selector switch must be set to the “DRILL MODE”
before the Drill Feed and Rotation controllers will function.
LP FEED / ROTATION
REMOTE CONTROLLER (RC)
Figure 7.14---7
TERMINALS 7, 8
The Feed and Rotation controllers are identical on XL machines. The RC’s each have two terminal
strips. The first strip provides access to the “+”, “--”, “A”, “X”, “B”, “R”, and “N” terminals (“N” is spade
connection on micro switch opposite side). The second strip is mounted on the side of the RC and
it provides access to terminals 7, 8, and 9. These connect to a micro switch that is switched by a
button in the end of the RC handle. Terminals 7 and 9 area (NC) normally closed pair. Terminals 7
and 8 are a (NO) normally open contact pair.
The normal mode for the Feed and Rotation RC’s is high range mode. The NC contacts 7 and 9
switch 24 VDC from the RC “+” terminal to the “R” terminal to shift the control into high range. If the
button on the end of the handle is pressed, the NC contacts 7 and 9 open and interrupt the power to
the “R” terminal. This shifts the control into low range mode.
The high range mode allows a proportional DC current signal from about 60 mA to 300 mA (no
pump stroke to full pump stroke). The low range allows a proportional DC current signal from about
60 mA to 100 mA (no pump stroke to 1/16 stroke).
In the low range, full RC handle movement corresponds to a change of only 40 mA that gives a finer
control for more precise alignment of the kelly. The actual maximum low range speed can be
adjusted with the “low range” pot on the RC circuit board.

DM45SP/DMLSP
LP Drill Feed and Rotation Controller (continued)

When the RC handle (feed or rotation) is pulled toward the operator, a proportional DC current
signal is supplied from the “B” terminal to the corresponding main pump stroker. This causes the
pump swashplate to position to allow flow from the pump “A” port. If this controller is used for
control of the rotation pump, the rotation motor will turn the kelly clockwise. The amount of oil the
pump supplies and therefore the forward rotation speed is proportional to the handle position.
When the RC handle is pushed away from the operator, the proportional current signal from the RD
“A” terminal flows through the stroker coil in the other direction. This causes the pump swashplate
to position to allow flow from the pump “B” port and the kelly turns counter--clockwise. The reverse
rotation speed is proportional to handle position.
The EHC link for the feed pump control uses the same RC as for the rotation speed control (Low
Pressure Drills machines only). The RC output is a proportional DC current signal, not a PWM
current signal. This RC uses the dual range selection circuit described in the discussion above.
(The low range mode is particularly useful for precise positioning of the kelly.) This link is different,
however, in that both control directions have protection circuits.
When the feed RC handle is pulled toward the operator, a proportional DC current signal is
supplied from the RC “B” terminal to the feed pump stroker coil. The other side of the stroker coil is
connected to the circuit components (Limit Switches) that provide feed down interrupt control and
feed up deceleration control. If the action of any of these components closes a direct path to RC
terminal “A”, the pump will stroke to allow oil flow from pump port “A” and the kelly will feed down. If
the action of any of the components adds resistance before closing a path to RC terminal “A”, the
pump will stroke slightly to allow very slow feed down speed. If the action of any of the components
interrupts the path to RC “A” terminal, the pump will not stroke and the kelly will not feed down.
Feed Controller (HP)

The Feed Controller is different on High Pressure drills than from those on low--pressure drills. Like
the LP controller, the HP feed controller also has two terminal strips. It is different, however, in that it
has an additional micro switch connected to the circuit board. (See Figure 7.14--8)
“D” MICRO SWITCH FOR HOLDBACK

CONTROL OPTION
POWER WIRE #82
FEED CONTROLLER WITH

HOLDBACK FEATURES
Figure 7.14---8
“N” TERMINAL FOR HB WIRE #81

WIRE #90 NEUTRAL
START PROTECTION
TRIM POTS

DM45SP/DMLSP
Feed Controller, HP (continued)

The first terminal strip provides access to the “+”, “--”, “A”, “X”, “B”, and “R” terminals. The “N” and
“D” terminals indicated on the schematic are actually micro switches located on the circuit board
side of the controller. The “D” micro switch makes it different from the ones in the previous
discussion. When the handle is moved toward the operator, NO contact “D” within the micro switch
is actuated. This energizes wire number 81. When terminal “D” is energized, 24 VDC current flows
through wire # 81 to the coil of the holdback solenoid operated control valve. When the solenoid
operated valve coil is energized, the hydraulic Holdback circuit is functional.
The second terminal strip is mounted on the side of the RC and it provides access to terminals 7, 8,
and 9. These connect to a micro switch that is switched by a button in the end of the RC handle.
Terminals 7 and 9 are a (NC) normally closed pair. Terminals 7 and 8 are a (NO) normally open
contact pair.
On high--pressure drills used for “DHD” drilling, the feed system requirements are different than
those of an LP low pressure “Rotary” drill. The additional terminal and switches interact with the
“Holdback” control circuit. These controls will be discussed in the “Holdback Control” section.
Holdback Control (HP)

The EHC link for Holdback force control uses a rotary RC with a proportional DC output. The output
range is from 100 to 500 mA. Also included in the Holdback circuit is a solenoid operated, two way
valve. The two way valve ( (See FEMA PULLDOWN CONTROL, Figure 7.13--5). is energized by a
limit switch (terminal “D”, see electrical schematic Figure 7.14--6) on the feed controller. When the
feed lever is moved in the feed down direction, the normally open limit switch immediately closes
energizing wire #81. Wire 81 is connected to the solenoid operated two--way valve. When
energized, the valve opens and the holdback function is enabled.
HOLDBACK ROTARY
CONTROLLER
Figure 7.14---9
TRIM POTS
The Holdback rotary controller receives 24 VDC from wire number 82. When the knob is turned
from its off position, a proportional current flows from terminal “A” to the FEMA valve coil in the
“Holdback” circuit. As long as the Feed control lever is actuated in the feed down direction (toward
the operator), the Holdback rotary controller can be used to affect the feed system bit loading.
As weight is added to the drill string, the operator must increase the holdback pressure to take
weight off the bit.

DM45SP/DMLSP
Rotation Control
The EHC link for Rotation Pump Control uses a proportional, single coil RC with a neutral safety
lock and dual range control switch. (See Figure 7.14--10). The RC output is a proportional DC
current signal, not a PWM current signal. The Drill/Propel selector switch must be set to the “DRILL
MODE” before the rotation controller will function.
“D” MICRO SWITCH

FOR HOLDBACK
CONTROL OPTION
ROTATION CONTROL
TERMINALS 7, 8, 9 THRESHOLD
AND MAX OUT
TRIM POTS
Figure 7.14---10
TORQUE LIMIT CONTROL OPTION
The rotation control RC has two terminal strips. The first strip provides access to the “+”, “--”, “A”,
“X”, “B”, “R” terminals. Terminal “N” is located on a micro switch located on the circuit board side of
the controller. It is used for neutral start protection and is a spade connection on the circuit board.
The second strip is mounted on the side of the RC and it provides access to terminals 7, 8, and 9.
These connect to a micro switch that is switched by a button in the end of the RC handle. Terminals
7 and 9 are a (NC) normally closed pair. Terminals 7 and 8 are a (NO) normally open contact pair.
The normal mode for the rotation speed RC is the high range mode. The NC contacts 7 and 9
switch 24 VDC from the RC “+” terminal to the “R” terminal to shift the control into high range. If the
button on the end of the controller is pressed, the NC contacts 7 and 9 open and interrupt power to
the “R” terminal. This shifts the control into low range mode. The high range mode allows a
proportional DC current signal from about 60 milliamps to 300 milliamps (no pump stroke to full
pump stroke). The low range allows a proportional DC current signal from about 60 milliamps to
about 100 milliamps (no pump stroke to about 1/16 pump stroke). In the low range, full RC handle
movement corresponds to a change of only 40 mA that gives a finer control for more precise
alignment of the drill steel flats with the breakout fork. The actual maximum low range speed can
be adjusted with the “low range” pot on the RC circuit board.
Torque Limit Control (Option)
The EHC link for Torque Limit Control uses a rotary RC with a proportional DC output. The output
range is from 100 to 500 mA (Same part # as Pulldown and Holdback).
The RC receives 24 VDC from wire number 82. When the knob is turned from its off position, a
proportional 24 VDC signal flows from terminal “A” to the FEMA valve coil in the “Torque Limit”
circuit. As long as the Rotation lever is actuated in the forward rotation direction (toward the
operator), the torque limit rotary controller can be used to affect (raise or lower) the rotation system
torque force. Turning the knob to the right increases the torque force available in the rotation
circuit.

DM45SP/DMLSP
7.15 -- EHC ADJUSTMENTS
EHC ADJUSTMENTS
Feed and Rotation Controllers

Drills with (low--pressure) LP compressors used for rotary drilling applications use the same type
controller for both the “Feed” and “Rotation” functions. The feed and rotation controllers are only
energized when the machine is in the “DRILL” mode. The feed and rotation controller is shown in
Figure 7.15--1. These controllers are located on the Drill Functions Panel of the operators console
(See Section 4 Operating Controls For Panel Location) and are used to control the main pumps
during the drilling operations.
LOW RANGE
FEED / ROTATION CONTROLLER ACTUATOR BUTTON
Figure 7.15---1
NEUTRAL DETENT
RING
LOW RANGE
TERMINALS
HIGH RANGE
TRIM POT
THRESHOLD
LOW RANGE
TRIM POT
TRIM POT
LED’S
On HP (High--Pressure) drills, the “Feed” controller has an additional micro--switch for “Holdback”
functions, and it works in conjunction with the “Holdback” regulator.
These controllers are electrical devices that send an output current of 60--300 milliamps to the
Denison 500 stroker. The electrical output current is proportional to the degree of movement of the
control lever. The farther the lever is pushed in either direction, the higher the current signal to the
pump stroker. The result is a machine that operates smoothly while providing the operator with
proportional actuation of the hydraulic functions used for drilling.
The Feed and Rotation controllers must be adjusted at installation.

Tools required:
1. 1 Phillips screwdriver for opening control panel
2. 1 Slotted screwdriver for removal of wires from terminal strip
3. 1 Ammeter with milliamp readings
4. 1 Trim Pot screwdriver

DM45SP/DMLSP
Feed and Rotation Controllers (continued)

Two identical controllers are used for controlling the track functions while in the tramming mode.
The controller used is shown in Figure 7.15--2.
FEED, ROTATION, PROPEL

CONTROLLER
DO NOT ALLOW TRANSISTORS ON
TWO CONTROLLERS TO CONTACT
EACH OTHER
WIRE TERMINAL
THRESHOLD TRIM POT SCREWS
MAX TRIM POT
Figure 7.15---2
The instructions for adjustment of the “Feed” and “Rotation” controllers are as follows:
1. Start procedure with the engine “OFF”, key switch “ON”, and the Drill/Propel selector in the
“DRILL” position.
2. Remove the “B” wire from the controller terminal strip and splice an ammeter between the
controller and the “B” wire (red lead to “B” and black lead to open wire).
3. Pull remote control handle slightly on stroke (until a faint click is heard). Set “Threshold”
pot to 60 milliamps. Friction hold should keep the controller on stroke.
4. Pull remote control handle fully on stroke and set the “Hi range” pot to 300 Milliamps.
5. With the remote control handle still fully on stroke, push and hold the “Low Range Actuator
Button” (See Figure 7.15--1). Set the Low Range pot to 100 milliamps.
6. Remove the meter and reconnect the wire to the ”B” terminal.
Propel Controller Adjustment
Adjustment of the Propel Controllers is described in the following steps (see Figure 7.15--2):
1. Start with the engine “Off”, Key switch in the ”On” position and Drill/Propel selector in the
“PROPEL” mode.
2. Remove the “B” wire from the controller terminal strip and splice an ammeter between the
controller and the “B” wire (red lead to “B” terminal and black lead to the open wire).
3. Pull remote control handle slightly on stroke (until a faint click is heard). Set “Threshold”
pot to 60 milliamps. Lever will have to be held on stroke because the controller is spring
returned to center.
4. Pull remote control handle fully on stroke, hold and set “Max” pot to 300 Milli--amps.
5. Remove the ammeter and reconnect the wire to the “B” terminal.
Note: These controllers are mounted very near to one another. When installing, care should be
taken to ensure that the two controllers cannot make contact with each other. If they contact each
other they will not function, or may be sporadically inoperative.

DM45SP/DMLSP
Auxiliary Function Controllers

There are up to fifteen auxiliary functions that are powered by the Apitech Electro--hydraulic control
valve. The Apitech valve is actuated by the drill operator through the use of electrical controllers.
The Apitech Pulsar is not designed for use with a constant 24 VDC current signal. Therefore, the
controllers used are either Pulse Width Modulated (PWM) current signal, or spring returned to
neutral ON/OFF controllers. The controller shown in Figure 7.15--3 is a PWM signal controller. It
also is spring returned to neutral and has a locking detent to prevent unintentional actuation.
PMW SIGNAL
CONTROLLER
DETENT
Figure 7.15---3 LOCKING
RING
MAX AND
THRESHOLD
TRIM POT
LED’S
TERMINAL SCREWS
The controllers must be adjusted at installation. This adjustment is accomplished by setting the
“Threshold” and “Max” voltage pots. Adjust the pots as follows:
1. Slightly pull the lever on stroke in either direction, until a faint click is heard and hold.
2. Adjust the “Threshold” pot until the function being actuated just begins to move (i.e. Chain
Wrench cylinder just starts to move). LED on the card should be just flickering. This is an
indicator of the “On Time” and “Off Time” of the PWM signal.
3. Pull handle to full stroke. Adjust the “Max” pot until the LED is constantly “On”.
The controller voltage output should now be proportional to the lever movement, from the
“Threshold” to “Max”. The speed and some characteristics of each function can be adjusted in this
manner to suit the preferences of the operator.
Figure 7.15--4 shows one rotary controller (Water Injection) on the console that controls an Apitech
valve section. While it looks virtually the same, this controller is electronically different from the
rotary type controllers that control the feed system.
TRIM POTS
LED’S
TERMINAL WATER INJECTION

SCREWS ROTARY CONTROLLER
Figure 7.15---4

DM45SP/DMLSP
Auxiliary Function Controllers (continurd)

The Water Injection controller uses a PWM signal to proportionally control the water injection
pump. This gives the drill operator the ability to control the speed and flow volume of the water
injection pump. This RC is adjusted in the same manner as the lever operated RC’s only it is
operated with a rotary knob rather than a lever. Turn the RC on till a faint click is heard and set the
“Threshold” to approximately 60 mA. Then turn the knob to “Full On” position and adjust the “Max”
pot to the point where the LED is constant and bright. This provides the proportional control
desired. Minimum output can be adjusted to suit the operator or drilling condition.
PULLDOWN AND
PULLBACK
CONTROLLERS
LOWER SIDE OF
CONTROLLERS
SHOWN
Figure 7.15---5
WIRES
The Feed system rotary type controllers (Pulldown and Holdback) are 24 VDC proportional
controllers. The Feed system controllers, shown in Figure 7.15--5, can be visually differentiated
from the Water injection controller by the presence of a red and black wire that runs from the circuit
board to the mount (knob) end of the controller. The Water Injection RC has no wire.
Pulldown Force Rotary Controller

Drills used for rotary drilling have one rotary type controller in the feed system. It is used by the
operator, in conjunction with the Feed lever, to adjust the Pulldown force or weight on the bit while
drilling. Turning the knob to the right increases feed force. When replacement is required, the
controller current output will require adjustment.
Tools needed for adjustments:
1. One 24 VDC Voltmeter (can be used if desired)
2. 1 Phillips screwdriver to open console
3. 1 Slotted screwdriver to remove wires from terminal (for controller replacement)
4. 1 trim pot screwdriver
Adjustment of the Pulldown Force rotary controller is done as follows:
1. Start adjustment with the engine running at high idle, machine in the “Drill Mode”.
2. With the Pulldown rotary controller in the “OFF” position, pull the Feed system Main pump
controller downward.

DM45SP/DMLSP
Pulldown Force Rotary Controller (continued)

3. Turn the Pulldown Force rotary controller to the “ON” position until a faint click is heard.
4. Turn the “Threshold” trim pot until the Pulldown gauge reads 400 psi maximum. If minimum
Pulldown pressure is higher than 400 psi, back out on the “Threshold” trim pot until it
reads 400 psi.
5. Turn rotary controller knob to its maximum position. If Max prescribed Pulldown pressure
is not reached, adjust the “Max” pot clockwise until proper maximum pressure is reached.
6. If Pulldown pressure control is proportional to knob movement, adjustment is complete.
Drills equipped with (HP) high--pressure compressors for DHD drilling will have two rotary type
controllers in the feed system. One is the Pulldown controller, as described above, and the other is
a Holdback rotary controller.

DM45SP/DMLSP

DM45SP/DMLSP
7.16 -- ENGINE HEATER
INTRODUCTION
This section is provided to present an overview of the engine block heater system currently used on
Drilling Solutions drills.
The preheater will preheat an engine block to ensure reliable starting in cold weather. At the same
time it may be used throughout the year to reduce the wear associated with cold starts.
EXHAUST PORT COOLANT OUTLET
COOLANT
OUTLET
TOP VIEW COOLANT CONNECTION
INLET PORT
R.H. SIDE
VIEW
L.H. SIDE VIEW COOLANT INLET

FUEL SUPPLY
CONNECTION
CONNECTION
EXHAUST PORT FRONT VIEW Figure 7.16---1

DM45SP/DMLSP
TECHNICAL SPECIFICATIONS
Model Heat Rating Volts Current Fuel Rate Coolant Flow
BTU/hr. (kw) Nominal Amps Gal/hr (l/hr) Gal/min (l/min)
(range)
X45--12 45,000 12 7.5 .32 (1.2) 8.0 (30)
(13.0) (10.0--15)
X45--24 24 3.75
(20--30)
DO NOT use gasoline
Ignition Type: Electronic spark ignition

Fuel Types: Diesel #1, #2, Kerosine
Coolant Temperature: 150_ to 185_F (65_ to 85_C) @ heater
Enclosure Dimensions: 12.5W x 11H x 20.5L inches
(318W x 280H x 521L mm)
Weight, Heater only 40 lbs. (18 kg)
Weight, with Enclosure: 55 lbs. (25 kg)
Operating Temperature Range: --40_ to 122_F (--40_ to 50_C)
Heat Exchanger Capacity: 1 quart U.S. (0.97 liter)
10--- 1.8”
(241mm)
1.25”
(31mm)
11”
3--- 78” 8.5”
(280mm)
(92mm) (216mm)
1--- 7/16”
(36mm)
7--- 5/16”
20.5” (186mm) 12.5”
(521mm) (318mm)
Figure 7.16---2

DM45SP/DMLSP
PRINCIPAL OF OPERATION
Figure 7.16---3
11 10
12
TOP VIEW 6
13 3
13
11 9
6
8
7 14
1
4 5
2
L.H. SIDE VIEW R.H. SIDE VIEW
6 13
4 FRONT VIEW 5

DM45SP/DMLSP
PRINCIPAL OF OPERATION (continued)

1. Fuel Pump
A gear pump driven from the same motor as the compressor pulls fuel from the tank. The fuel is
filtered at the fuel pump inlet. The gear pump will develop a maximum pressure of 10 psi on the
outlet side of the pump (figure 7.16--3).
2. Fuel Regulator
Reduces fuel to atmospheric pressure. Siphoning action from the nozzle draws fuel from the
regulator. Without this siphoning there is no fuel flow.
3. Air Compressor
A diaphragm type compressor supplies air to the fuel nozzle.
4. Ignition Coil
An automotive type ignition coil supplies high voltage to the ignition electrode, sparking to the
combustion tube.
5. Coolant Pump
Circulates the engine coolant. An impeller style pump is used because of its low current draw
and free flow during engine operation. It is not self priming. The pump must be flooded and
the system must be purged of all air for it to operate. (DO NOT run dry).
6. PROHEAT Control Module (PMC)
Utilizes a microprocessor to monitor conditions and control outputs to the motors and sensors.
It has powerful diagnostics to assist in troubleshooting. One of the key features is the
diagnostic display on the front of the PMC which has LEDs to indicate function or component
problems.
Figure 7.16---4
Note: The PCM is unique in that it uses “ground side” switching for the blower, compressor,
coolant pump and ignition coil. The positive wire to the motors and ignition coil will show voltage
even when the heater is switched “OFF”.

DM45SP/DMLSP

7. Nozzle
An air/fuel aspirating type spray nozzle is located inside the housing. The compressed air flows
through the nozzle at high speed creating a venturi effect. This siphons fuel from the regulator
and combines it with the air, creating an extremely fine mist which is sprayed out of the nozzle
into the combustion chamber. The nozzle determines the air/fuel ratio.
8. Blower
The blower uses an impeller type fan to supply approximately 90% of the combustion air at low
pressure. It is also used to cool and purge the combustion chamber during the 3 minute
shutdown sequence.
9. Inspection Port
The inspection port allows for visual inspection of the combustion process and is invaluable for
reducing time spent on troubleshooting and servicing the heater.
10. Heat Exchanger

The heat exchanger is a two part cast aluminum housing. Coolant will typically rise 10_ to 15_F
(6_--8_C) in temperature as it passes through the heat exchanger, depending on the flow rate.
11. Ignition Electrode

The electrode is located near the nozzle just out of the air/fuel mixture path. During the ignition
sequence the spark jumps the gap between the electrode and the combustion tube, igniting
the air/fuel mixture. Spark duration is 60 seconds.
12. Coolant Temperature Sensor

The coolant temperature sensor measures coolant temperature at the outlet port of the heat
exchanger.
13. Overheat Breaker Sensor

The overheat breaker sensor protects the heater from damage should it be operated without
coolant. The overheat breaker monitors the surface temperature of the heat exchanger
casting. When the temperature reaches 286_F (141_C) the breaker “trips out”. This shuts off
the power to the air compressor, extinguishing the flame. The breaker can be reset by pushing
down on the red button located under the rubber cap.

DM45SP/DMLSP
14. Flame Sensor

The flame sensor photo--electronically measures the intensity of the flame. It is the flame
sensor that signals to the PCM that the air/fuel mixture is burning properly.
15. On/Off Switch

The on/off switch is used to switch the heater “on” and “off”. It has an indicator lamp that
displays a red light when switched “on”. A flashing red light indicates a heater diagnostic code
and one of the LEDs on the PCM diagnostic display will be lit.
INDICATOR
LIGHT LOCATED
IN THE TOGGLE INDICATOR
LIGHT (RED)
MANUAL
BUTTON
TIMER SET
BUTTON
CLOCK TIMER ID
ON/OFF LIGHT
(GREEN)
SWITCH Figure 7.16---5 7 DAY TIMER
16. Seven (7) Day Timer

The 7 day timer is used to switch the heater “on” and “off” (figure 7.16--5). This can be done
manually or by a preset time and day. It has an indicator lamp that displays a red light when
switched or timed “ON”. A flashing red light indicates a heater diagnostic code and one of the
LEDs on the PCM diagnostic display will be lit (See Normal Operating Sequence for details).

DM45SP/DMLSP
NORMAL OPERATING SEQUENCE
1. Switch “ON”
The timer lamp (or the on/off switch if used) and the PCM “ON” LED will light. The heater goes to
“Precheck”.
2. Precheck
The PCM performs a short diagnostic cycle. This takes several seconds, checking
components for proper ranges, short circuits and open circuits. If there are no errors indicated,
the heater goes to “ignition.
3. Ignition
The blower starts first, followed by the coolant pump, ignition spark, air compressor and fuel
pump. The ignition electrode sparks, 60 seconds maximum, until the flame sensor “sees” a
flame. Once the flame sensor “sees” a flame, the heater goes to “full output”.
4. Full Output
The heater runs at full output until the coolant temperature reaches 185_F (85_C) at the heater
outlet. At this time, the heater shuts the flame off and goes to “purge”.
5. Purge
The air compressor and fuel pump shut off immediately. The blower and coolant pump continue
to run. After 3 minutes, the blower stops and the heater goes to “Standby”.
6. Standby
The coolant pump circulates the coolant through the system until the temperature drops to
150_F (65_C) at the heater outlet; then it will enter Precheck and repeat steps 2--6. The heater
will continue to repeat steps 2--5 until it is turned “OFF”.
7. Switch “OFF”
If the heater is in Full Output, it will purge first and then shut “OFF”. If the heater is in Standby, it
will shut “OFF” immediately. Note: The heater will purge for three reasons:
a. The coolant reaches 185_F (85_C)
b. There is a function or component problem (see Troubleshooting & Repair)
c. The heater is operating at Full Output when it is shut “OFF”.

DM45SP/DMLSP
NORMAL OPERATING SEQUENCE (continued)

Function and Component Diagnostics
The microprocessor in the PCM continually monitors all the heater systems. If the internal
diagnostics discover a problem, a diagnostic code will be displayed on the PCM function
display. The Timer red “ON” light will also flash the diagnostic code followed by a pause and
then repeated, the number of flashes correspond to the numbered diagnostic code; eg. 5
flashes indicate a VOLTAGE ERROR. (See Diagnostic Code Description below for a complete
list of error flash codes). If this occurs, refer to the troubleshooting section to assist in problem
diagnosis.
Figure 7.16---6
CODE No. Description of Diagnostic Code No. of Flashes

1 Start 1
2 Flame Out 2
3 Coolant Flow 3
4 Coolant Overheat 4
5 Voltage (High/Low) 5
6 Flame Sensor 6
7 Temperature Sensor 7
8 Fuel Pump * 8
9 Compressor 9
10 Ignition Coil 10
11 Coolant Pump 11
12 Blower (Combustion) 12
13 not used 13
* The fuel pump is a gear pump driven by the compressor motor. The fuel pump is NOT being
monitored electrically. Should this component diagnostic code appear, there is a fault in the main
wire harness connector or in the PCM. All mechanical problems with the fuel pump will be indicated
as either a (1) START or a (2) FLAME OUT diagnostic code.

DM45SP/DMLSP
TROUBLESHOOTING & REPAIR

The Troubleshooting & Repair Guide is divided into four sections:
Figure 7.16---7
Function Errors:
Errors displayed on the PCM diagnostic panel will cause the heater to shut down. These
diagnostic codes are usually the result of a system problem.
It is possible to have two or more diagnostic codes displayed at the same time. A function
diagnostic code may be displayed in conjunction with a component diagnostic code.
Component Faults:
This section covers the individual heater components. In many cases there is a corresponding
indicator light on the PCM function display. The indicator light only indicates an electrical
problem, NOT a mechanical failure. Component problems can also cause Function diagnostic
codes.
Component:
This section includes the electrode gap, fuse, nozzle and fuel regulator.
Operational Problems:
These are problems that are not specifically described in the Function or Component
diagnostic sections.
Note: Always let the heater run through two cycles when troubleshooting. The heater will
attempt one restart after any function or component diagnostic code. The heater will not start if
it is in a purge cycle or if the coolant temperature is above 150_F (65_C).

DM45SP/DMLSP
TROUBLESHOOTING & REPAIR (continued)
On
A continuously flashing “ON” indicator indicates a problem in the PCM.
ON
Figure 7.16---8
Check: Heater PCM function

a) Turn the heater switch located on the timer to “OFF”. Reset the PCM by
removing the power connection for 10 seconds, then reconnecting it. If the
“ON” light continues to flash, replace the PCM.
Function Diagnostic
(1) Start
A START diagnostic code indicates that the flame sensor did not see a flame during the 60
second ignition period.
FUNCTION 1--- START

ERRORS
COMPONENT
FAULTS
Figure 7.16---9
If the START diagnostic code is displayed, turn the heater “OFF” and then “ON” to restart.
Observe the heater operation through the inspection window.
Symptom: Flame visible
The heater shuts down after 60 second ignition period.
Check: Flame Sensor
a) Inspect for open circuit in the wiring.
b) Inspect the lens for cleanliness.
Check: Fuel System
c) Is there restriction in the fuel system?
d) Is the nozzle plugged?
e) Is the fuel pump operating?
f) For a defective pressure regulator.
g) Is the compressor functioning?
h) What type of fuel is being used?

DM45SP/DMLSP
Function Diagnostic (continued)

(1) Start (continued)
Symptom: No Flame visible

The spark continues for the 60 second ignition period. The heater shuts down
after the 60 second ignition period.
Check: Fuel System
a) Is there a restriction in the fuel system?
b) Is the nozzle plugged?
c) Is the fuel pump operating?
d) For a defective pressure regulator.
e) Is the compressor functioning?
Note: A spark should be visible across the gap between the ignition electrode and the
combustion tube.
Symptom: Heater is Backfiring

Backfiring is usually caused by a severe restriction of combustion air or air in the
fuel line.
Check: Inlet Air Flow
a) Is the blower error displayed?
b) Blower Operation:
S Is the blower turning?
S Is the blower turning slowly?
c) For restrictions at the fan inlet port and in the exhaust system.
d) For carbon build up in the combustion chamber.
Check: Fuel System
a) Is fuel level low?
b) Air leaking into fuel system?

DM45SP/DMLSP

(1) Start (continued)
Symptom: No Flame visible

No spark
The heater shuts down after the 60 second ignition period
Check: Ignition System
a) Check for a poor electrical connection between the ignition coil and the high
tension lead.
b) Check for a poor electrical connection between the electrode and the high
tension lead.
c) Inspect the electrode gap. Check for carbon bridging from ignition electrode
to the combustion tube.
d) Inspect the primary electrical connections to ignition coil and coil function.
e) Is the heater chassis ground wire attached? The ground is connected to the
boss located near the fuel pump.
(2) Flame Out

A Flame Out diagnostic code occurs when the heater has started successfully but is unable to
maintain a steady flame.
FUNCTION 2--- FLAME OUT

ERRORS
COMPONENT
FAULTS
Figure 7.16---10
If during ignition the flame sensor does not see a flame, the ignition electrode is switched on
immediately. If the flame is not reestablished within 10 seconds the heater will shut down and
the FLAME OUT diagnostic code will be displayed. The heater will go into the Purge mode and
attempt to restart in 3 minutes, depending on the coolant temperature.
If the flame fails to re--ignite on the second attempt, a START diagnostic code will be displayed
on the function control panel. If, however, the flame sensor senses enough of a flame during
Ignition, it will enter the Full Output mode. During Full Output, if the flame sensor fails to see a
flame then the FLAME OUT diagnostic code will be displayed.

DM45SP/DMLSP

(2) Flame Out (continued)
Check: Fuel System
a) Is there restriction in the fuel system?
b) Is the nozzle plugged?
c) Is the fuel pump operating?
d) For a defective pressure regulator.
e) Is the compressor functioning?
f) What type of fuel is being used?
(3) Coolant Flow

A COOLANT FLOW diagnostic code is displayed when the coolant temperature reaches
185_F (85_C) in less than one minute after ignition. This indicates that the coolant flow is
severely restricted or blocked. This feature aids in detecting coolant flow problems that can
degrade the heater performance.
FUNCTION
3--- COOLANT FLOW
ERRORS
COMPONENT
FAULTS
Figure 7.16---11
An in--line flow indicator is a valuable troubleshooting tool used to: a) Check the coolant flow
and direction, b) Check for air in the system, c) Check for restrictions caused by the drill
systems ie. Shuttle valves, manual valves, air operated valves.
Check: Coolant Flow
a) Coolant Lines: For restrictions and blockages. Are Clamps tight?
b) Shutoff Valves: Ensure shutoff valves are open and functioning properly.
c) Fittings: Fittings must be at least 1/2”NPT or larger. Avoid using 90_ fittings
where possible.
d) Coolant Flow Direction: The heater must be plumbed so the coolant pump
is pumping the coolant in the same direction as engine coolant pump. The
heater can be used when the engine is running.
e) Coolant Pump: Does the pump function properly?
f) Coolant System Capacity: The coolant system must contain at least three
gallons (11 liters) of coolant. If system contains less the coolant may reach
185_F (85_C) in less than 1 minute causing a COOLANT FLOW diagnostic
code.
NOTE: If coolant system is contaminated with magnetic material, it may cause the impeller to
seize.

DM45SP/DMLSP

(4) Overheat
An OVERHEAT diagnostic code is displayed when the overheat breaker has tripped, shutting
the heater down. This occurs if the heater has been started with little or no coolant in the heat
exchanger.
FUNCTION
ERRORS 4--- OVERHEAT
COMPONENT
FAULTS
Figure 7.16---12
Check: Coolant Flow

a) Is there coolant in the system?
b) Determine if there is a blockage or air in the plumbing.
The compressor motor is wired in series with the overheat breaker. The breaker contains a
normally closed thermo switch. When the thermostat reaches the preset temperature of 286_F
(141_C), the contacts OPEN shutting the compressor and fuel pump OFF, instantly shutting
the heater down. It cannot be restarted until the breaker is manually reset.
To reset the breaker, remove the rubber cap covering the top of the overheat breaker and press
the red reset button on top. If the breaker will not reset, allow the heater to cool.
Test Procedure:
Connect a multimeter (adjusted to measure resistance) to the overheat breaker connector
(figure 7.16--13). The sensor should be normally closed. If the sensor has tripped, the circuit
should be open.
POLARITY NOT
RED RESET BUTTON PLUNGER IMPORTANT
SPRING
Figure 7.16---13
Do not reset the Overheat breaker until the cause of the overheat condition has been
determined.

DM45SP/DMLSP

(5) Voltage
A VOLTAGE diagnostic code indicates that the supply voltage to the heater is out of the normal
range.
FUNCTION
ERRORS 5--- VOLTAGE
COMPONENT
FAULTS
Figure 7.16---14
Voltage ranges:
12 Volt heater -- 10.0 to 15.0 Volts
Check: Vehicle Voltage
a) The Heater voltage must be within the specified range. See Heater Voltage
Measurement for procedure to measure heater voltage.
NOTE: Bad connections may show good voltage under no load conditions but not under
full load. With the heater “OFF”, measure the voltage. Then turn the heater “ON”
and measure the voltage again. If the voltage drop is more than one Volt, check
the deck engine battery connections and the power connection at the PCM.
b) If the measured voltage is higher than the specified range then check the
voltage regulator.
NOTE: If engine batteries are marginal, starting engine while the heater is running may:
a) Drop the voltage enough to cause a voltage error.
b) Cause random component errors (brown out).
To reset the PCM, turn the heater “OFF” and then back “ON” at the timer. If the problem
continues, load test the batteries to confirm their condition. Each battery should be
independently tested.
Current: Checking current draw is done at power harness connections on the batteries.
1) Check the current draw on the red POSITIVE wire with heater NOT running.
Should read 80 to 100 mA.
2) Check current draw on the red POSITIVE wire with the heater running in full
output, ignition “OFF”. Should read 6.5 to 7.5 Amps.
3) Check current draw on the black NEGATIVE wire with heater NOT running
and the red POSITIVE wire disconnected. Should read 0 mA. This test is to
confirm whether or not there is a power leakage from the drill through the
heater.

DM45SP/DMLSP

(5) Voltage (continued)
Heater Voltage Measurement

The positive terminal of the ignition coil is always hot relative to the heater chassis ground as long
as power is connected to the heater. This is the supply voltage to the heater.
Figure 7.16---15
Test Procedure:
a) Locate the rubber boot on end of the ignition coil and peel it back to expose
the positive and negative terminals.
b) Select the DC Volts range of a multimeter and connect as shown in figure
7.16--15. The positive lead of the multimeter should be attached to positive
coil lead. The negative lead of multimeter should be attached to the heater
chassis at the heater ground boss (see figure 7.16--30).
c) Read the voltage with the heater running or trying to run.
Normal Voltage ranges:

DM45SP/DMLSP
Component Diagnostic
(6) Flame Sensor

A FLAME SENSOR diagnostic code indicates an electrical short circuit in the flame sensor
wiring or a flame sensor failure. It will not indicate an open circuit. The flame sensor is an optical
device which “sees” the flame. If the sensor lens is dirty or has an open circuit, it cannot “see”
the flame and results in either a START or a FLAME OUT diagnostic code to display.
FUNCTION
ERRORS
6--- FLAME SENSOR
COMPONENT
FAULTS
Figure 7.16---16
Check: Flame Sensor

a) Inspect the flame sensor wiring for a short circuit.
b) Inspect the flame sensor lens for cleanliness.
c) Test the flame sensor (See Flame Sensor Test Procedure).

DM45SP/DMLSP
Component Diagnostic (continued)
(6) Flame Sensor (continued)
Start Unit FLAME SENSOR

TEST PROCEDURE
Figure 7.16---17
Is there
Stop Unit Yes a Flame No
Sensor Code?
Disconnect
Sensor/Start Unit
Is there
Check Flame Quality Yes
a Flame?
Is there
a Flame Replace No
No
Sensor Code? Sensor
Sensor
OK
After 60
Seconds is
Yes No
there a Start
Yes Code
Is there
Check Main Harness a Spark? Yes
for a Short Circuit.
Replace if necessary
Clean Sensor if
necessary and Restart
No
Try with New PCM.
Replace if necessary Disconnect Old
Sensor/Connect Test
Sensor/Hold up to Check Ignition Check Fuel
Inspection Port/Restart System System
After 60 Check Main Harness

Replace Seconds is
No Yes for Open Circuit.
Sensor there a Start Replace if necessary
Code
Try with New PCM/

Replace if necessary/
After 60 Seconds if
there is a Start Error
go to Fuel System

DM45SP/DMLSP

(7) Temp Sensor
A TEMP SENSOR diagnostic code indicates a short or open circuit in the temperature sensor
wiring or the coolant temperature is out of range, below --58_F (--50_C) or above 266_F
(130_C). The resistance of the temperature sensor is proportional to temperature.
FUNCTION
ERRORS
COMPONENT 7--- TEMP SENSOR

FAULTS
Figure 7.16---18
Check: Temperature Sensor (CODE indicated)

a) Inspect wiring for short or open circuits.
b) Test the sensor.
Test Procedure:
1. Connect multimeter (adjusted to measure resistance) to temperature sensor
as shown in figure 7.16--19. Polarity of sensor connections to the multimeter
is not important.
2. Measure the sensor resistance versus the temperature under the following
conditions:
a). at room temperature
b). in a freezer
c). in boiling water
3. Compare the measured values against the graph in figure 7.16--20. If values
do not approximately match, then sensor is defective and must be replaced.
Figure 7.16---19

DM45SP/DMLSP

(7) Temp Sensor (continued)
COOLANT TEMPERATURE SENSOR GRAPH

TEMPERATURE TEMPERATURE
CENTIGRADE FAHRENHEIT
RESISTANCE OHMS (Ω) Figure 7.16---20

NOTE: Room Temperature 70_F (20_C) Resistance 950Ω
Boiling Water 212_F (100_C) Resistance 1700Ω
(8) Fuel Pump

The fuel gear pump is driven by the same motor as the compressor. Therefore, there is NO fuel
pump electrical diagnostic code. A FUEL PUMP diagnostic code would indicate a fault in the
PCM only.
FUNCTION
ERRORS
Figure 7.16---21
COMPONENT 8--- FUEL PUMP
FAULTS
A short or open circuit fault in the motor that drives the fuel pump will be indicated by a
COMPRESSOR diagnostic code.

DM45SP/DMLSP

(8) Fuel Pump (continued)
A mechanical fault within the fuel pump such as stripped drive couplings, jammed gears or a
faulty pressure relief valve, would be indicated by:
a. START diagnostic code
b. FLAME OUT diagnostic code
c. Blown fuse in the PCM. Indicates that the pump is seized.
Check: Fuel Pump

a) Fuel pump as per procedure (See Fuel System).
b) Relief valve for contamination
c) Filter for contamination
d) Drive couplings
COMPRESSOR
RELIEF VALVE
PRESSURE
ADJUSTING
SCREW
DRIVE COUPLING X 2
O --- RING
OUTLET FUEL PUMP

FITING
INLET
FITING
FILTER
BOLTS X 2
ADAPTER
Figure 7.16---22

DM45SP/DMLSP

(9) Compressor
A COMPRESSOR diagnostic code indicates an open circuit in the wire harness, a short in the
wire harness between the positive and negative leads or an internal short in the motor. This
component is ground side switched in the PCM.
FUNCTION
ERRORS
Figure 7.16---23
COMPONENT 9--- COMPRESSOR
FAULTS
Symptom: Air Compressor not running (code indicated)
Check: Air Compressor wiring & function

a) That compressor is connected to harness correctly.
b) The connector pins for damage or corrosion.
c) Harness for pinched or abraded wires.
d) Test compressor. If it tests OK replace PCM.
Test Procedure:
a) Connect air compressor directly to a power source of rated voltage (12/24
Volts) and see if the motor runs. If not, replace the compressor.
b) Measure air compressor motor resistance by using a multimeter, and then
measure resistance across compressor connector pins. If resistance shows
an open or short circuit, replace the compressor assembly.
c) Measure air compressor current. Use a test lead as described in the Service
Bulletin in Appendix.
MODEL CURRENT DRAW (AMPS)

X45---12 3.50---5.00 @ 12 Volts
X45---24 1.50---3.00 @ 24 Volts
PRESSURE
ADJUSTING
SCREW
Figure 7.16---24

DM45SP/DMLSP

(9) Compressor (continued)
Symptom: Air Compressor running (NO CODE indicated)

No or low air flow
Check: Air flow using pressure gauge. Ensure gauge is accurate (0--15 psi)
Procedure: Install pressure gauge as shown in figure 7.16--25. The Pressure Reading
for X45: 6.5 psi @ 12/24 Volts.
High pressure reading indicates:
a) Blocked Nozzle. Air passage only (See Nozzle--figure 7.16--39).
b) Compressor is out of adjustment. Re--adjust the compressor using the
adjustment screw as indicated in figure 7.16--26.
Low pressure reading indicates:
a) Pinched or leaking air line from the compressor outlet fitting to the fan
end inlet.
b) Plugged compressor inlet filter. Retest with the filter removed.
Normal reading but a rich or lean flame:
a) Check for contaminated nozzle, fuel passage (See Nozzle).
b) Check the blower.
c) Check the fuel regulator.
d) Check fuel system.
Pressure Adjustment:
a) Locate adjusting screw on the compressor head (figure 7.16--26).
b) Adjust as necessary. Ensure that voltage is nominally 12 or 24 Volts.
END VIEW OF
COMPRESSOR ADJUSTING SCREW
Figure 7.16---25
INCREASE
PRESSURE
DECREASE
LINE NOZZLE PRESSURE
AIR INLET
ELECTRICAL ADJUSTMENT
GAUGE SCREW
MOTOR
FUEL
PUMP
LINE FROM Figure 7.16---26

COMPRESSOR

DM45SP/DMLSP
(9) Compressor (continued)

Symptom: Air Compressor running (NO CODE indicated)
Fuse blown in PCM
Check: Air Compressor operation
a) Harness for pinched or abraded wires. The positive wire must not short to
ground.
b) Motor for internal short.
c) Check for seized motor or fuel pump.
Disconnect the PCM electrical power prior to trying to turn the compressor counterweight
by hand.
REMOVE FOUR BOLTS &

COVER FOR ACCESS TO THE
COMPRESSOR COUNTER
WEIGHT BY HAND TO CHECK
FOR SEIZED MOTOR OR FUEL
PUMP
Figure 7.16---27

DM45SP/DMLSP
(10) Ignition Coil

An IGNITION COIL diagnostic code indicates an open circuit in the wire harness, a short in the
wire harness between the positive and negative leads or an internal short in the coil. The fuse
will blow if there is a short to ground in the positive lead or the coil. The ignition coil is the easiest
place to measure the voltage on the heater. This component is ground side switched in the
PCM.
Figure 7.16---28
FUNCTION
ERRORS
COMPONENT
FAULTS 10--- IGNITION COIL
The heater chassis is grounded from the PCM as shown in figure 7.16--30. Ensure the
ground is securely connected. Failure to ensure a proper ground may result in electric
shock.
Symptom: No spark at the electrode (code indicated)

Check: Coil wiring
a) Inspect the wiring harness to ensure the ring terminals are secured to the
coil. Make sure the polarity is correct.
b) Inspect for broken or abraded wires in the wire harness.
c) Test coil (see figure 7.16--29).
d) If an IGNITION COIL diagnostic code occurs and no fault is found in the coil
and wiring, then the PCM must be checked.
Symptom: No spark at the electrode (NO code indicated)

Check: High tension wires and electrode
a) Inspect the high tension lead between the coil and the electrode.
b) Inspect the ground lead between the second electrode and heater chassis.
c) Is electrode gap adjusted correctly? (See Electrode Gap figure 7.16--35 ).

DM45SP/DMLSP

(10) Ignition Coil (continued)
Test Procedure:
a) Measure ignition coil resistance. Use a multimeter to measure resistance
across the positive and negative terminals. The resistance should be less
than 1 ohm. If the resistance is “open circuit” or 0 ohms (short circuit) then
replace the ignition coil.
NOTE: Remove positive and negative wires from the coil when testing.
GROUND WIRE
FROM PCM
CHASSIS
GROUND
BOSS
GROUND BOSS
Figure 7.16---30
IGNITION COIL TEST

Figure 7.16---29
(11) Coolant Pump

A COOLANT PUMP diagnostic code indicates an open circuit in the wire harness, a short in the
wire harness between the positive and negative leads or an internal short in the motor. This
Figure 7.16---31
FUNCTION
ERRORS
COMPONENT
FAULTS 11--- COOLANT PUMP
The coolant pump is not self priming. Ensure that the coolant system has been purged of air by
running the deck engine for at least ten minutes following installation or service (DO NOT run
dry).

DM45SP/DMLSP

(11) Coolant Pump (continued)
Symptom: Coolant Pump not running (code indicated)

Check: Coolant Pump wiring & function
a) That the coolant pump is connected to harness correctly. (See the Heater
Wiring Diagram).
d) Test the pump. If it tests OK replace PCM (See Test Procedure and figure
7.16--32).
Symptom: Coolant Pump not running (no code indicated)

Fuse blown in PCM
Check: Coolant Pump function
a) Harness for pinched or abraded wires. The Positive lead must not short to
ground.
b) Check motor for internal short (figure 7.16--32 and Test Procedure).
Symptom: Coolant Pump not pumping (no code indicated)

Check: Coolant Pump function
a) If the impeller is turning freely. If not, replace pump.
Symptom: Coolant Pump leaking

Check: Leak location
a) Hose clamps. Tighten if necessary.
b) Pump housing seal. Replace pump if required.

DM45SP/DMLSP

(11) Coolant Pump (continued)
Test Procedure:
a) Connect coolant pump directly to the rated voltage (12/24 Volts) and see if it
runs. If not, replace the pump.
b) Measure coolant pump motor resistance. With a multimeter, measure the
resistance across the coolant pump connector pins. If resistance shows an
open circuit or an internal short circuit, replace the coolant pump.
c) Measure coolant pump current. Use a test lead as described in the Service
COOLANT PUMP TEST

X45---12 1.50---4.00 @ 12 Volts
X45---24 0.75---2.00 @ 24 Volts
Figure 7.16---32

DM45SP/DMLSP

(12) Blower
A BLOWER diagnostic code indicates an open circuit in the wire harness, a short in the wire
harness between the positive and negative leads or an internal short in the motor. This
Figure 7.16---33
FUNCTION
ERRORS
COMPONENT
FAULTS 12--- BLOWER
NOTE: An RPM check was added to the PCM. This feature measures the blower RPM and
will give an error should it fall below the necessary RPM to maintain sufficient combustion air.
When a blower fails, the combustion chamber must be checked for carbon buildup and
cleaned as necessary.
Symptom: Blower not running (code indicated)

Check: Blower wiring & function
a) That blower is connected to harness correctly (See Wiring Diagram).
d) Test blower. If it tests OK replace PCM (See Test Procedure and figure
7.16--34).
Symptom: Blower not running (no code indicated)

Fuse blown in PCM
Check: Blower function
a) Harness for pinched or abraded wires. Positive lead must not short to
ground.
b) Check motor for internal short(See Test Procedure and fig. 7.16--34).
Symptom: Blower turning slowly (no code indicated)

Check: Blower function
a) For fan blade rubbing on housing.
b) For fan blade slipping on motor shaft.

DM45SP/DMLSP

(12) Blower (continued)
Test Procedure:
a) Connect the blower to a power supply of the rated voltage. Does the blower
turn? If not, replace the blower.
b) Measure blower motor resistance. Using a multimeter, measure resistance
across the blower connector pins. If resistance shows an open circuit or an
internal short circuit, replace the blower assembly.
c) Measure the blower current. Use a test lead as described on the Service
BLOWER TEST

X45---12 .75---1.5 @ 12 Volts
X45---24 .5---1.0 @ 24 Volts
Figure 7.16---34

DM45SP/DMLSP
Components
Electrode Gap
The electrode gap is factory set and should not require adjustment.
ELECTRODE GAP DETAIL
ELECTRODE
COMBUSTOR
TUBE
1/4”---9/32”
Figure 7.16---35
NOTE: Ensure that the electrode is not bent during servicing. To readjust the electrode, bend it to
the correct setting.

DM45SP/DMLSP
Components (continued)
Fuse
If,when the heater is turned “ON”, the heater does not run and the “ON” light does not light,
check the fuse in the PCM. The fuse will blow if there is a short to ground in a positive lead or
internally for the following components: ON/OFF Switch, Air Compressor, Ignition Coil, Coolant
Pump and Blower.
Reversing polarity at the battery will also cause the fuse to blow. This will not harm the PCM.
Repeated replacement of the fuse or using incorrectly rated fuses without correcting
the problem can damage the PCM.
Check: Heater wiring

a) Check polarity of battery connections
b) Test the internal wire harness for short circuits.
FUSE
GROUND ON
HEAT
EXCHANGER
PIN LOCATIONS MOULDED

INTO CONNECTOR
123
F
E
HARNESS TO D
COMPONENTS
C
B COIL
A
Figure 7.16---36
BLOWER 321
COMPRESSOR
COOLANT PUMP
The following page describes the test procedure for a blown fuse with power connected and the
heater switched off.

DM45SP/DMLSP
Fuse (continued)
Check for correct battery polarity Fuse Blown Test Procedure

with Power Connected and
Remove Fuse Heater Switched “OFF”
Disconnect from PCM:
S Internal Wire Harness
(18 Pin Connector) NOTE: Ensure positive wire from
S Switch Harness the PCM to the ignition coil
does not ground.
Replace Fuse
(15 amp only)
Does
Yes Fuse No
Blow?
Replace PCM Reconnect Internal Wire Harness

(18 Pin Connector)
Does
Yes Fuse No
Blow?
Disconnect all components from Reconnect Switch Harness

Internal Wire Harness
(10 connections) (See NOTE)
Does
Yes Fuse No
Does Blow?
Yes Fuse No
Check Switch Harness
Blow?
and Connections for
Short Circuit
Replace
Internal Wire Harness OK
Harness
Reconnect Components
One at a time
Does
Yes Fuse No
Blow?
Check Component as per Component OK

Troubleshooting Guide
Figure 7.16---37

DM45SP/DMLSP
Nozzle
The nozzle (and the compressor) regulate the fuel air mixture. A set orifice size allows a certain
amount of fuel and air to flow through the distributor (see figure 7.16--38). Problems in the
nozzle can cause poor burning. This will be indicated by a START or FLAME OUT diagnostic
code on the PCM function display.
Check: Nozzle
a) Inspect the nozzle for blockage.
b) Clean or replace nozzle as necessary.
c) Check and clean fuel passage in the fan end.
Figure 7.16---38 NO NICKS DRILL BIT

IN O --- RING 0.060 inches
STEM (3.39 Nm)
COUNTER BORE
DISTRIBUTOR
NOZZLE
DISTRIBUTOR
Figure 7.16---39
HOLES & GROOVES
CLEAR
TURN
TURN COUNTER CLOCKWISE TO
CLOCKWISE TO DISASSEMBLE
APPLY COMPRESSED DISASSEMBLE
AIR IN THIS DIRECTION
Nozzle Cleaning Procedure:

a) Remove nozzle from fan end.
b) Disassemble nozzle as shown in figure 7.16--38.
c) Use a cleaner/degreaser to thoroughly wash the separate parts.
d) Dislodging contaminants in distributor counterbore can be done by lightly
hand spinning a drill bit (0.060” dia.) and then washing (figure 7.16--39). Do
not use a tip cleaner in the fuel orifice.
e) Reassemble nozzle and torque to 30 inch pounds (3.39 Nm).
f) Use compressed air for cleaning only in the direction indicated by the arrow
in figure 7.16--38.
g) Lubricate the O--ring with diesel fuel and reinstall nozzle in fan end.
NOTE: See Step 6 of Fuel System Troubleshooting to confirm that the nozzle is functioning
correctly. All of the nozzles’ parts are matched parts. Do not interchange.

DM45SP/DMLSP
Fuel Regulator
The fuel regulator reduces the fuel pressure supplied by the fuel pump from 5 psi (0.34 Bar)
down to atmospheric pressure. Compressed air flowing through the nozzle creates a venturi
effect which siphons fuel from the regulator. If the compressed air flow through the nozzle
stops, the regulator closes, shutting off the fuel flow.
Check: Fuel Regulator

a) Ensure that the vent hole in the regulator is not plugged.
b) Ensure that all fuel line connections are tight. Check the clamps.
Test Procedure:
a) Disconnect fuel line at the nozzle fuel inlet fitting and place it in a container.
b) Start the heater. Insert a small blunt pin in the regulator vent hole and gently
depress the diaphragm.
c) Fuel should flow out of the fuel line. If there is no fuel flow, the regulator is
plugged.
NOTE: Should a fuel regulator fail, the combustion chamber must be checked for carbon
build up and cleaned as necessary.
FUEL REGULATOR
VENT HOLE
BLUNT PIN TO DEPRESS DIAPHRAGM

UNDER VENT HOLE
Figure 7.16---40

DM45SP/DMLSP
Fuel System
AIR FILTER AIR

COMPRESSOR
COMPRESSED AIR 6 TO 8 PSI
NOZZLE
FUEL PUMP
0 PSI
FUEL INLET
SUCTION
FUEL PICKUP
FUEL 5 PSI PRESSURE
FUEL REGULATOR
FUEL SYSTEM SCHEMATIC

Figure 7.16---41 FUEL TANK
Step 1 Is there fuel in the tank?

Step 2 Start the heater. The heater will try to start twice. Wait until it has gone through two
cycles (approximately 10 minutes). The heater diagnostic system will tell you what it
thinks is wrong. While it is running, observe for:
a) Is there flame?
Yes, means there is ignition and fuel. Refer to “Is ignition spark turning “OFF”?
No, go to step 3.
b) Is ignition spark turning “OFF”?
Yes, then the Flame Sensor sees a flame.
No, then the flame is either too weak or the Flame Sensor and/or circuit is faulty.
See Flame Sensor (figure 7.16--16)

DM45SP/DMLSP
Fuel System (continued)

Step 3 Does the Fuel Pump work?
This component must be tested before proceeding with further troubleshooting
a). Disconnect the fuel line at the inlet to the regulator. Start the heater. Check fuel
flow, approximately 1 pint (1/2 liter) in 60 seconds.
b). Run fuel pump by connecting remote power to compressor motor and checking
for fuel flow.
Step 4 Does the Regulator work?
a). Disconnect the fuel line at the fuel inlet fitting. Hold the line at the same level as
the inlet. Start the heater. There should be no fuel flow. This indicates that the
regulator is holding the fuel pressure.
b). Lightly push on the regulator diaphragm (use a blunt tool). Fuel should flow from
the line (see figure 7.16--40).
NOTE: A regulator that is stuck open will produce a rich flame, and blockage in the regulator
needle valve seat will produce a lean flame.
Step 5 Does the Compressor work?
a). Check the pressure output (see figure 7.16--24 and 7.16--25).
Step 6 Isolate the Nozzle and Compressor
a). Split the fuel system by drawing fuel from a remote source. Disconnect the fuel
line at the outlet of the fuel regulator. Put this end into a small container of fuel that
is about the same level as the center of the regulator (refer to figure 7.16--42).
This will eliminate the fuel pump and regulator from the system. Start the heater.
If there is still a fuel problem, it must be in the Compressor or Nozzle.
ELIMINATING FUEL PUMP AND

REGULATOR FROM SYSTEM
PLACE THIS LINE IN A

CONTAINER OF FUEL
MAINTAIN FUEL LEVEL AT

CENTER OF THE REGULATOR
REMOVE FUEL LINE

FROM REGULATOR Figure 7.16---42
Step 7 Is the Fuel Nozzle contaminated?

a). Clean the nozzle with a cleaner/degreaser, which will wash contamination out the
back end of the nozzle.

DM45SP/DMLSP
Operational Problems
Heater Operational Problems that are not specifically described in the function or component
diagnostic section are shown below.
Smoking exhaust and smelly exhaust fumes

These symptoms are usually an indication of an extremely rich air/fuel mixture.
Check:
a) Is the heater connected to the correct voltage?. (Refer to 7.16--15).
b) Is the blower functioning? Is the air inlet restricted?
c) Is the compressor functioning? (Refer to 7.16--24).
d) Is the exhaust restricted?
e) Is it a new heater? New heaters may smoke for 15 minutes as oil is burned off the
exhaust pipe. This is normal.
Low heat output

If the heater appears to be functioning properly but the driver complains of low heat, this is often
indicative of a coolant flow restriction. (Refer to 7.16--11).
Engine temperature gauge reads low

Depending on its location, the engine temperature sensor may not be directly in the path of
coolant flow from the heater. In these cases the gauge may read significantly lower than actual
coolant temperature.
Backfiring
Backfiring occurs when there is air in the fuel supply lines.
Check:
a) Fuel level in tank. Is the pickup submerged?
b) Air leaks. Are all the fuel line clamps tight?
c) For severely restricted combustion air blockage at blower inlet, combustion chamber,
or in the exhaust system.

DM45SP/DMLSP
MAINTENANCE
WEEKLY MAINTENANCE
Run the heater a minimum once a week to keep new fuel in the heater’s critical components.
ANNUAL MAINTENANCE
Check the system annually before each heating season. There are several maintenance
procedures you can perform to keep your heater in service. Read this maintenance section
carefully.
Always return to your authorized Drilling Solutions dealer or distributor for major maintenance.
Clean Heater Enclosure

Remove the heater enclosure cover and blow out the compartment with compressed air. Clean
any accumulated debris or dust from the components. Make sure the opening around the
exhaust pipe is clear. Visually inspect all the components for wear or damage.
HEATER & ENCLOSURE

Figure 7.16---43

DM45SP/DMLSP
MAINTENANCE (continued)
Heat Exchanger
To maintain optimum heat output, clean any combustion deposits that may have accumulated
on the heat exchanger fins.
a). Remove ignition lead from ignition electrode.
b). Remove blower connector
c). Remove the 3 bolts securing the fan end assembly.
d). Remove the fan end assembly and combustion tube to access the inside of the heat
exchanger. Use a wire brush to loosen the deposits and an air hose to blow them out.
HEAT EXCHANGER FINS ACCESS

Figure 7.16---44
COMBUSTION TUBE
HEAT EXCHANGER FINS
Exhaust System
Check the exhaust system carefully. Make sure the exhaust pipe is vented safely away from the
vehicle cab. Check the pipe for dents, restrictions or severely corroded areas. Replace the
exhaust pipe and clamps if necessary. Ensure the exhaust pipe clamp is tight.

DM45SP/DMLSP
Electrical System
Check the internal and the external wire harnesses for damage. Replace if required.
WIRE HARNESS
Figure 7.16---45
Clean Air Intake

Check the combustion air inlet screen for restrictions. Clean as required.
AIR INTAKE
Figure 7.16---46 AIR INLET SCREEN

DM45SP/DMLSP
Fuel System
Check the fuel system for damaged fuel lines or leakage. Make sure the clamps on the fuel
lines are secure.
FUEL LINE CLAMP

Figure 7.16---47
AIR FILTER
GROMMET
HOSE CLAMP
FUEL LINE FUEL TANK
FUEL FILTER
HOSE CLAMP
FUEL LINE
FUEL PICKUP
Engine Batteries
Check the condition of the batteries and the power connections. The heater will not function
properly with weak batteries or corroded connections. If you are unsure of their condition, load
test each battery separately and replace as required. Clean terminals to remove all corrosion.
TEST THE BATTERY

Figure 7.16---48

DM45SP/DMLSP
Operation Test
Run the system for at least 15 minutes or until the heater cycles “OFF” and then “ON” again.
PCM: PIN-- OUT DIAGRAM

Figure 7.16---49
3---A POWER +12V/+24V (3 AMP LIMIT)

3---B GROUND (---)
3B
3A
2D
2A
2---A POWER +12V/+24V (OUTPUT)
2---B GROUND (---)
2---C “ON” SIGNAL (TO HEATER)
2C 2---D INDICATOR +12V/+24VOLTS
2B
1---A POWER +12V/+24V (INPUT)

1C 1---B GROUND (---)
1---C NOT USED
1B
1A

DM45SP/DMLSP
Heater Wiring Diagram
18 PIN CONNECTOR
PIN--- OUT LOCATION
A (+) PINK C2
OVERHEAT SENSOR
B (--- ) PINK D3
COMPRESSOR A (+) ORANGE A1

B1
B (--- ) BLACK/ORANGE
FUEL PUMP
C1
(--- ) BLACK/GREEN C3
HEATER CHASSIS (GROUND)
(GROUND VIA
COMBUSTION TUBE)
(+) RED
IGNITION IGNITION D2
ELECTRODE COIL D1
(--- ) BLACK
A (+) PURPLE
BLOWER A3
B (--- ) BLACK/PURPLE B2
A (+) BLUE A2
COOLANT
B3
PUMP B (--- ) BLACK/BLUE
A (+) WHITE
FLAME F2
SENSOR B (--- ) BLACK/WHITE E2
TEMPERATURE A (+) GRAY

F3
SENSOR E3
B (--- ) BROWN
SPARE
1A MAX. A (+) RED/WHITE
E1
B (--- ) GREEN/WHITE F1
18 PIN CONNECTOR
Figure 7.16---50
HARNESS SIDE

DM45SP/DMLSP
Heater Wiring Diagram (continued)
Figure 7.16---51
15
3A
AMP
FUSE
3B
NOTE: TRANSISTORS
SWITCHED BY
MICROPROCESSOR
HEATER
CONTROLLER
ON--- OFF TOGGLE

SWITCH OR TIMER
(UNDER DRIVERS
SEAT)
2A RED
2B BLACK
2D WHITE
2C GREEN
SWITCH INPUT CONNECTOR (4 PIN)

PROCESSOR
MICRO ---
POWER CONNECTOR (3 PIN)
ENGINE
BATTERY
1A (+) RED (12/24
1B VOLT)
1C (--- ) BLACK
NOT USED
VEHICLE
GROUND
18 PIN CONNECTOR
CONTROLLER SIDE

DM45SP/DMLSP
TIMER
General Description
Figure 7.16---52
The 7 day timer can be preset for a single start time, one day at a time or programmed start times
per day constantly activated for multiple days of the week. The clock can be preset for 12 or 24 hour
time display. The heater run time duration can be preset for 1 or 3 hours. The manual button can be
used to override the program and run the heater indefinitely until it is switched off.
NOTE: The time must be set for the drill system voltage.
If power to the timer is interrupted, the display will flash “12:00 am MON.” in 12 hour format or
“00:00 MON.” on 24 hour format. Stored programmed times will remain set in memory.

DM45SP/DMLSP
TIMER (continued)
Wiring & Switch Settings
NOTE: BEFORE USING TIMER, SET

THE DIP SWITCH SETTINGS FOR YOUR
APPLICATION.
Figure 7.16---53
NOTE: IF THE TIMER IS CONNECTED

TO A HEATER WHICH DOES NOT HAVE
AN OPERATIONAL SIGNAL WIRE, THEN
THE WHITE TIMER WIRE MUST BE
JUMPERED TO THE GREEN “ON
SIGNAL” WIRE IN ORDER FOR THE
TIMER’S RED “ON” INDICATOR TO
LIGHT.
Heater Connection
Power to the controller must be disconnected before connecting the timer.

Connect the heater switch harness wires to the timer as follows:
a. Black to Black
b. Green to Green
c. White to White
d. Red to Red
Mis--wiring the timer connections may result in timer damage.

DM45SP/DMLSP
TIMER (continued)
To Set Clock -- Time & Day
Figure 7.16---54
Step 1
Press and hold “Clock”.
Step 2
Press “A” or “"” to set time.
Step 3
Press “Day” to set day
Step 4
Release “Clock”.
NOTE:
The 12 or 24 hour option is set using Dip Switch No. 1 on back of timer.
ON = 12 hour mode
OFF = 24 hour mode
(factory preset: 12 hour mode)

DM45SP/DMLSP
TIMER (continued)
To Set Single Timer Mode
Figure 7.16---55
Step 1
Press and hold “Timer”. (Green light will go on and “T1” will flash.)
Step 2
Press “A” or “"” to set “ON” time.
Step 3
Press “Day” to set day
Step 4
Release “Timer”. (Green light and “T1” will remain lit to indicate active Timer.)
Timer set in the single timer mode only will allow you to set one “ON” time. With the T1 time
activated, the Timer will go “ON” at the preset time and will be deactivated at the end of its
duration time. To reactivate the Timer, press “Timer”.
NOTE:
When set time is reached, the heater switches on. Red and green lights are on.
The 1 or 3 hour duration option is set using Dip Switch No. 2 on back of timer.
ON = 3 hour duration
OFF = 1 hour duration
(factory preset: 3 hour duration)

DM45SP/DMLSP
TIMER (continued)
To Set Dual Timer Mode

In the dual timer mode setting you can program your timer to come “ON” daily, Monday thru Friday,
Monday thru Saturday or Monday thru Sunday. It also has a built in repeat function so that you do
not have to reactivate the timer after every duration time.
NOTE:
In dual timer mode you can set T1, T2 or both T1 & T2. Timer mode option is set using Dip
Switch No. 3 on back of timer.
ON = single timer (T1 only)
OFF = dual timer (T1 and T2)
(factory preset: T1 only)
Figure 7.16---56
Step 1
Press and hold “Timer”. (Green light will go on and “T1” will flash.)
Step 2
Step 3
Press “Day” to set day(s).
Step 4
Release “Timer”. (Green light and “T1” will remain lit to indicate active T1 program.)
T1 program is now activated. Follow steps 5 thru 8 for T2 program.

DM45SP/DMLSP
TIMER (continued)
To Set Dual Timer Mode (continued)
Figure 7.16---57
Step 5
Press and hold “Timer”. (Green light will remain on and “T2” will flash.)
Step 6
Step 7
Press “Day” to set day(s).
Step 8
Release “Timer”. (Green light and “T2” will remain lit to indicate active T2 program.)
Step 9
Press “Timer” once more to activate both “T1” and “T2”. (“T1” and “T2” will remain lit to indicate
active “T1” and “T2” program.)
NOTE:
Timer will repeat each set day until switched off.
Example:
Drill timer set T1 at 6:00 a.m. Monday thru Friday. Set T2 at 2:00 p.m. Monday thru Friday.
Timer will repeat each cycle each week until it is switched off.

DM45SP/DMLSP
TIMER (continued)
Manual & Timed Heater Operation

The “Manual” button is used to turn the heater on and off when desired.
Figure 7.16---58
Step 1
Press “Manual” to activate the heater. (Red light will go on and the heater will operate
indefinitely.)
Step 2
Press “Manual” again to deactivate the heater. (Red light will go out and the heater will turn off.)
NOTE:
“Manual” and “Timer” cannot be active at the same time. If “Manual” is active and “Timer” is
pressed, the heater will turn off and the red light goes out.
If “Timer” is active and “Manual” is pressed, “Timer” is deactivated and the green light goes out.
When the heater has been turned on by the “T1 Timer” in a single timer mode, the heater can be
turned off by pressing either “Manual” or “Timer”. Both red and green lights will go out.
If the heater has been turned on by the “T1 or T2 Timer” in dual mode, pressing “Manual” will
turn the heater off but leaves the timer(s) activated. Pressing “Timer” will turn off the heater and
deactivate the timer(s).

DM45SP/DMLSP
Diagnostics
When the timer is installed on a heater, the timer’s red “Heater Activated Light” will be lit constantly
while the heater is running normally. In the case of a heater error, the timer’s red light will flash an
error code followed by a pause.
Figure 7.16---59
Example:
Repeatedly flashing five pulses separated by a pause indicates a heater voltage error.
The heater error codes are as follows:
1 Flash Start Error
2 Flashes Flame Out
3 Flashed Coolant Flow
4 Flashes Overheat
5 Flashes Voltage
6 Flashes Flame Sensor
7 Flashes Temperature Sensor
8 Flashes Fuel Pump
9 Flashes Compressor
10 Flashes Ignition Coil
11 Flashes Coolant Pump
12 Flashes Blower
13 Not Used Not Used
These errors correspond to those displayed on the Control Module diagnostic panel shown in
figure 7.16--6.

DM45SP/DMLSP

DM45SP/DMLSP
7.17 -- TROUBLESHOOTING (DUST COLLECTOR)
Dust Collector
If, upon inspection of your dust control system, it is obvious that the unit is not operating properly,
the following discussion should help you to troubleshoot the problem.
VALVE MOTOR
BLOWER
TIMER ACCESS
DOORS TIMER
COMPARTMENT
BLOWER
VALVE
ACCESS INLET UPPER TAP
DOORS INLET
LOWER
TAP
TIMER
DOOR
FILTER READING IN
FILTER
ACCESS INCHES OF
ACCESS WATER
DOORS MANOMETER
DOORS
Figure 7.17---1
All problems with the dust collector system can be isolated through the use of a water manometer.
Measurements should be made separately on the upper and lower vacuum taps located on the
dust collector housing. Depending on whether your readings are higher or lower than the normal
values, the following explanations will apply.
TIMER COMPARTMENT
ATMOSPHERE
UPPER TAP UPPER TAP UPPER TAP
LOWER TAP LOWER TAP LOWER TAP
ATMOSPHERE
MEASUREMENT OF MEASUREMENT OF MEASUREMENT OF

VACUUM ON CLEAN VACUUM ON DIRTY PRESSURE DROP
AIR SIDE OF FILTER AIR SIDE OF FILTER ACROSS FILTER
(Upper Tap) (Lower Tap) (Connect to both
Upper and Lower
AP Taps)
ER
Figure 7.12---2

DM45SP/DMLSP
Upper Tap HIGH -- Lower Tap LOW

This situation indicates that the blower assembly is being “choked off”, causing the vacuum in the
clean air section to go up. The fact that the area around the filter elements (lower tap) is low
indicates that air is not moving through the filters (i.e. plugged filter elements). The main reason
that this occurs is failure of the back--pulsing system of pulsed air. Three probable causes are:
1. The incoming air pressure is too low. This pressure should be maintained at about 40 psi.
Insert a gauge at the point where air enters the dust collector to make your measurement.
2. The pneumatic or electric timer could be malfunctioning. Check the timer to see that each
station is being fired at a timer interval of about 2--3 seconds between stations.
3. The impulse valves over filter elements may themselves be faulty. If one of the diaphragms
of the impulse valves develops a hole or a rock becomes lodged in the valve causing the
diaphragm to seat improperly, the compressed air may never be allowed to build up to the
required 40 psi pressure and/or the valve may not fire properly. Also, for electric systems,
the electric--air solenoid valve operating the impulse valve may be faulty.
Upper Tap HIGH -- Lower Tap HIGH

This situation indicates that the system is being “choked off” prior to the filter elements. This
generally results from a plugged suction hose due to the build--up of dirt and mud or obstruction by
a foreign obstacle such as a shot--sack.
Upper Tap LOW -- Lower Tap LOW

This condition points to a loss in suction capacity. The primary concern here is fan speed. The fan
may be turning below the suggested 3000 rpm because of a problem in hydraulic oil supply (or the
air supply in the case of an air motor). Another situation often occurs when the motor is changed
out or repaired. The motor may be reconnected incorrectly to cause the blower wheel to turn in a
reverse direction. When this happens, a vacuum will be produced and some air flow will occur. The
best way to verify proper rotation of the wheel is to observe it visually upon startup or shut down.
The blower wheel should turn clockwise when viewed from the top looking down at the dust
collector.
As a final comment, one should note that the dust collector fan should be run as close to 3000 rpm
as possible. Although the fan can easily tolerate higher speeds and the system will indeed pull
more air at higher speeds, operating the system at such speeds can cause unnecessary wear of
filter elements, dust collector housing and suction hose.

DM45SP/DMLSP
Dust Collector Trouble Shooting Guide
Dust Collector Trouble Shooting Guide

Manometer Reading Indication Cause Cure
Upper Lower
HIGH LOW Loss of suction. High Plugged Filter Check Pulse Air (Faulty
reading across filter. timer, impulse valves
or low pressure)
HIGH HIGH Loss of suction. Plugged Hose Clear air path
Reading of zero across
filter.
LOW LOW Loss of suction Low fan speed. Fan Adjust hydraulic flow.
runs backwards. Check hydraulic
Dump hose missing. hookups. Replace
dump hose.
HIGH HIGH Poor Filter Life Fan speed too high Reduce hydraulic flow
to fan motor.
Dust Curtain
Dust Escaping Around Dust Curtain

Problem Action Correction
Damaged Dust Skirt on Visual Check Repair or Replace Dust Skirt
Rod Seal Missing or Damaged Visual Check Replace Rod Seal
Suction Dust from Dust Collector Visual Check for Dust Buildup in Check Fan Speed. Low Air
Plugged Duct Volume Will Not Carry Dust.
Clean Duct.
Suction Dust From Drill To Dust Visual Check For Holes In Duct Repair Or Replace As Required
Collector Leaking Work Or Leaking Joints
Dust Skirt Not Touching Ground Visual Check Dust Skirt Should Be Modified
To Form Seal To Seal On All Sides
Dust Discharge Box Plugged Remove Dust Discharge Box Clean Out Dust Discharge Box
Dust Discharge Flap Damaged Remove Dust Discharge Box Repair Or Replace Dust Dischar-
And Inspect ge Box
Dust Collector Hopper Plugged Open Door Clean Out
Filters Dirty Remove Filters And Inspect For Clean With Compressed Air Or
Dirt Inside Of Cartridge Replace With New Filters
Top Of Dust Collector Full Of Visual Check Clean Out. Check Filters For
Dust Holes. Check To See That Filters
Are Properly Installed And Wing
Nuts Are Tight.

DM45SP/DMLSP
Fan Dust
Dust Discharging From Fan
Filter Leaking Remove Filter. Check For Holes Replace Filters And Clean Out
With A Light. Top Section.
Filter Seal Leaking Check Seal On Filter Clean Seal and Tighten Wing
Not
Pulse
Pulse Not Functioning Properly
Air Bleeding From Solenoid Check Solenoid Exhaust Port Check That Timer Is Sequencing
Properly. Repair If Necessary.
Replace Solenoid.
Pulse Valve Blowing Check Solenoid Exhaust Port Same As Above
Continuously
No Pulse Check Power To Timer Repair Power Source. Replace
Timer.
Setting the Electric Timer

There are three (3) switches on the DET--9000 timer that control the “First Out” and “Last Out”. A
flathead screwdriver can be used to set each switch to a digital value from 0 to 9. The procedure is
as follows:
1. The “OFF TIME” switch controls the amount of time between pulses. A value of 0 represents
On/Off time of 0.5 seconds. Each step after adds 0.5 seconds, with step 9 representing the
maximum value of five (5) seconds.
2. The “FIRST OUT” switch should be set to the station number of the first solenoid that is to be
activated. A value of 0 is not allowed and will cause the yellow error lamp to blink on and off.
3. The “LAST OUT” switch should likewise be set to the last station number to be activated. If
there are four filter elements in the dust collector and the first solenoid is connected to station 1,
then the “LAST OUT” switch should be set to 4. Once again, 0 is not allowed.
4. If power is on when any adjustments to the above switches are made, then the reset push
button must be pushed before the adjustments will take place.

DM45SP/DMLSP
7.18 -- WATER INJECTION
CAT WATER INJECTION
CAT PUMPS are positive displacement pumps. Therefore, a properly designed pressure RELIEF
or SAFETY VALVE MUST BE INSTALLED in the discharge piping. Failure to install such a relief
mechanism could result in personal injury or damage to the pump or system.
Installation & Startup

Optimum performance of the pump is dependent upon the entire fluid system and will be obtained
only with the proper selection, installation of plumbing and operation of the pump and accessories.
Specifications:
Maximum specifications refer to individual attributes. It is not implied that all maxims can be
performed simultaneously.
Lubrication:
Before starting pump, fill crankcase to dot on oil dipstick per specification with Cat Pump
Crankcase Oil, IS0--68 multi--viscosity petroleum--based lubricating oil with antiwear and rust
inhibitor additives. Approximate amounts are shown below:
3 gpm size 10 oz.
12 gpm size 40 oz.
25 gpm size 84 oz.
Change initial fill after 50 hours running period. Change oil every 3 months or at 500 hour intervals
thereafter. If the pump is used in extremely dirty or humid conditions, it is recommended pump be
enclosed.
Oilers:
Prior to initial operation fill the three oilers with Cat Pump Oil. With the oiler shutoff lever in a vertical
position, screw the dome down to seat the needle valve tightly (The shutoff valve becomes loose).
Then back the needle off the valve seat slightly (approximately 1/8 turn) and tighten the lock nut.
Prior to initial operation saturate wicks. Then run pump one to two hours with three to four drops per
hour from each oiler; thereafter, one drop per hour per oiler. Flipping the shut--off lever to the
horizontal position shuts off the oil flow. Additional lubrication may be required with increased
hours of operation and temperature.

DM45SP/DMLSP
CAT WATER INJECTION (continued)
Inlet Conditions:
Refer to complete Inlet Condition Check List before starting your system. DO NOT RUN PUMP
DRY.
Nozzles:
A worn nozzle will result in loss of pressure. Do not adjust pressure regulating device to
compensate. Replace nozzle and reset to system pressure.
Discharge Plumbing:
OPEN ALL VALVES BEFORE STARTING SYSTEM to avoid deadhead overpressure condition
and severe damage to the pump or system.
Install a Pulsation Dampening device mounted directly to the discharge line. Optimum precharge
should be calibrated at 30--50% of the operating system.
A Reliable Pressure gauge should be installed near the discharge outlet of the high pressure
manifold. This is extremely important for adjusting pressure regulating devices and also for proper
sizing of the nozzle or restricting orifice. The pump is rated for a maximum pressure; this is the
pressure which would be read at the discharge manifold of the pump, NOT AT THE GUN OR
NOZZLE end of a long hose.
A pressure regulator or unloader valve must be installed to prevent over pressure in the
event the discharge or downstream plumbing becomes plugged or is turned off. Severe damage to
the pump will result if this condition occurs without a relief valve in the line. Discharge regulating
devices should be at minimum pressure setting at start--up. START SYSTEM WITH ALL VALVES
OPEN OR IN THE LOW PRESSURE SETTING.
Note:
Use PTFE liquid (sparingly) or tape when connecting plumbing. Exercise caution not to wrap tape
beyond the last thread to avoid tape from becoming lodged in the pump or accessories. This
condition will cause a malfunction of the pump or system.
Pumped Fluids:
Some fluids may require a flush between operations or before storing. For extended storing or
between use in cold climates, drain all pumped fluids from pump and flush with antifreeze
solution to prevent freezing and damage to the pump. DO NOT RUN PUMP WITH FROZEN
FLUID.

DM45SP/DMLSP
Inlet Condition Check List

Inadequate inlet conditions can cause serious malfunctions in the best designed pump.
Surprisingly, the simplest of things can cause the most severe problems or go unnoticed to the
unfamiliar or untrained eye. REVIEW THIS CHECK--LIST BEFORE OPERATION OF ANY
SYSTEM. Remember, no two systems are alike, so there can be no one best way to set--up a
system. All factors must be carefully considered.
The Inlet Supply should be adequate to accommodate the maximum flow being delivered by the
pump.
1. Open inlet shut--off valve and turn on water supply to avoid cavitating pump. Do not run
pump dry.
2. Avoid closed loop systems especially with high temperature, ultra--high pressure or large
volumes. Conditions vary with regulating/unloader valve.
3. Low vapor pressure fluids, such as solvents, require a booster pump and a C.A.T. (Captive
Acceleration Tube) to maintain adequate inlet supply.
4. Higher viscosity fluids require a positive head and a C.A.T. to assure adequate inlet supply.
5. Higher temperature fluids tend to vaporize and require positive heads and C.A.T. to assure
adequate inlet supply.
6. When you are using an inlet supply reservoir, you must size it to provide adequate fluid to
accommodate the maximum output of the pump, generally a minimum of 10 times the GPM
(however, a combination of system factors can change this requirement); provide adequate
baffling in the tank to eliminate air bubbles and turbulence; and install diffusers on all return
lines to the tank.
The Inlet Line Size should be adequate to avoid starving the pump.
1. Line size must be a minimum of one size larger than the pump inlet fitting. Avoid thick walled
fittings, tees, 90 degree elbows or valves in the inlet line of the pump to reduce the risk of
flow restriction and cavitation.
2. The line must be a flexible hose, not a rigid pipe, and reinforced on the suction systems to
avoid collapsing.
3. The simpler the inlet plumbing, the less the potential for problems. Keep the length to a
minimum, the number of elbows and joints to a minimum (ideally no elbows) and the inlet
accessories to a minimum.
4. Use pipe sealant to assure air--tight, positive sealing pipe joints.

DM45SP/DMLSP

Inlet Condition Check List (continued)
Inlet Pressure should fall within the specifications of the pump.

1. Acceleration loss of fluids may be increased by high RPM, high temperatures, low vapor
pressures or high viscosity and may require a pressurized inlet and C.A.T. to maintain an
adequate inlet supply.
2. Optimum pump performance is obtained with +20 PSI (1.4 BAR) inlet pressure and a C.A.T.
for certain applications. With an adequate inlet plumbing, most pumps will perform with a
flooded suction. The maximum inlet pressure is 40 PSI (2.8 BAR). Negative suction up to
--8.5 PSI (--0.5 BAR) can be reached with optimum plumbing conditions.
Inlet Accessories are designed to protect against overpressurization, control inlet flow,
contamination or temperature and provide ease of servicing.
1. A shut--off valve is recommended to facilitate maintenance.
2. Installation of a C.A.T. (Captive Acceleration Tube) is essential in applications with stressful
conditions such as high temperatures, a booster pump feed or long inlet lines. Do not use
C.A.T. with negative inlet pressure.
3. A stand pipe can be used in some applications to help maintain a positive head in the inlet
line.
4. Inspect and clean inlet filters on a regular schedule.
5. A pressure gauge is recommended to monitor the inlet pressure and it should be mounted
AS CLOSE TO THE PUMP INLET as possible. Short term, intermittent cavitation will
not register on a standard gauge.
6. All accessories should be sized to avoid restricting the inlet flow.
7. All accessories should be compatible with the solution being pumped in order to prevent
premature failure or malfunction.
By--Pass to Inlet Care should be exercised when deciding the method of by--pass from control
valves.
1. It is recommended that the by--pass be directed to a baffled reservoir tank, with at least one
baffle between the by--pass line and the inlet line to the pump.

DM45SP/DMLSP

Inlet Condition Check List (continued)
2. Although not recommended, by--pass fluid may be returned to the inlet line of the pump if
the system is properly designed to protect your pump. When you are using this method, a
PRESSURE REDUCING VALVE should be installed onto the inlet line (BETWEEN THE
BY--PASS CONNECTION AND THE INLET TO THE PUMP) to avoid excessive pressure to
the pump inlet. It is also recommended that a THERMO VALVE be used in the by--pass line
to monitor the temperature build--up in the by--pass loop to avoid premature seal failure.
3. A low pressure, flexible cloth braid (not metal braid) hose should be used from the bypass
connection to the inlet of the pump.
4. Caution should be taken. Do not undersize the bypass hose diameter and length. Typical
length is 24”.
5. Check the pressure in the by--pass line to avoid over pressurizing the inlet.
Diagnosis & Maintenance

PROBLEM PROBABLE CAUSE SOLUTION
Pulsation Faulty Pulsation Dampener Check precharge. If precharge
low, recharge it or install a new
one.
Low Pressure Worn Nozzle Replace nozzle of proper size
Belt Slippage Tighten or replace. Use correct
belt type and length.
Air leak in inlet plumbing Disassemble, reseal, and then
reassemble.
Pressure gauge inoperative or Check with new gauge; replace
not registering accurately worn or damaged gauge.
Relief valve is stuck, partially Clean and adjust relief valve;
plugged or is improperly check for worn or dirty valve
adjusted; valve seat worn. seats. Repair with Valve Kit.
Inlet suction strainer clogged or Clean. Use adequate size.
improper size. Check more frequently.
Worn piston assembly. Install proper filter. Suction at
Abrasives in pumped fluid or inlet manifold must be limited to
severe cavitation. Inadequate lifting less than 20 feet of water
water supply. or ---8.5PSI vacuum.
Fouled or dirty inlet or discharge Clean inlet and discharge valve
valves. assemblies.
Worn inlet or discharge valves. Replace worn valves and valve
seats.
Leaky discharge hose. Replace discharge hose and
check for air tight connections.

DM45SP/DMLSP
Diagnosis & Maintenance (continued)

Pump runs extremely rough and Restricted inlet or air entering Proper size inlet plumbing;
pressure is very low. the inlet plumbing check for air tight seal.
Damaged cup or stuck inlet or Replace worn cups or valves;
discharge valve. clean out foreign material.
Worn inlet seals allowing air into Install new inlet manifold seals
system or leaking fluid. and possibly sleeves.
Cylinder O---Ring blown next to Pressures in excess of rated PSI Check for plugged nozzle,
discharge manifold. or distorted manifold caused closed valves or improperly
from freezing damage. adjusted by---pass valve and
replace defective manifold or
O---Ring. PROTECT FROM
FREEZING.
Leakage at cylinder O---rings, at Loose cylinders. Cylinder motion Remove spacer shims on
the discharge manifold and a caused by improper shimming manifold studs. Do not remove
black powdery substance in the of the discharge manifold. too many shims or the ears of
area of the O---ring. the manifold will be bowed when
the manifold is re---tightened,
causing looseness in the center
cylinder.
Water leakage from under the Worn inlet manifold seals. Install new O---rings and seals
inlet manifold. Leaking sleeve O---ring. as required. Replace scored
sleeves.
Oil leak between crankcase and Worn crankcase piston rod Replace crankcase piston rod
pumping section. seals. seals.
Excess oil from wicks. Reduce quantity of oil per oiling.
Oil leaking in the area of Worn crankshaft seal or Remove oil seal retainer and
crankshaft. improperly installed oil seal replace damaged gasket and/or
retaining packing. seals.
Bad bearing. Replace bearing.
Excessive play in the end of the Worn main ball bearing from Replace bearing. Properly
crankshaft pulley. excessive tension on drive belt. tension belt. Use correct type
and length.
Water in crankcase May be caused by humid air Change oil every 3 months or
condensing into water inside 500 hour intervals using
the crankcase. Premium 10W30 Grade non---
detergent HYDRAULIC Oil (other
approved oil every month or 200
hours).
Leakage of manifold inlet seals Replace seals, sleeve and
and/or piston rod sleeve O---rings.
O---ring.

DM45SP/DMLSP
Diagnosis & Maintenance (continued)

Oil leaking from side of Worn crankshaft seals. Replace seals.
crankcase
Oil leaking at the rear portion of Damaged or improperly installed Replace oil gauge, cover
the crankcase. oil gauge or worn crankcase O---ring, or drain plug O---ring as
rear cover O---ring, or drain plug needed.
O---ring.
Oil leakage from drain plug. Loose drain plug or worn drain Tighten drain plug or replace
plug O---ring. O---ring.
Loud knocking noise in pump Pulley loose on crankshaft. Check key and tighten set
screw.
Broken or worn bearing. Replace bearing.
Check alignment and belt
position.
Frequent or premature failure of Scored rods or sleeves. Replace rods and sleeves.
the inlet manifold seals.
Over pressure to inlet manifold. Reduce inlet pressure per
instructions.
Stressful inlet conditions. Install C.A.T.
Short cup life Abrasive material in the fluid Install proper filtration on pump
being pumped. inlet plumbing.
Excessive pressure and/or Check discharge pressure, fluid
temperature of fluid being temperature, or control valve
pumped. by---pass.
Running pump dry. Do not run pump without
water.
Front edge of piston sharp. Replace with new piston.
Chrome plating of cylinders Install new cups and cylinders.
damaged causing excessive Pump only fluid compatible with
wear of cups. May be caused chrome.
by pumping acid solution.
Short life on cups on cylinders. Stressful inlet conditions. Install
C.A.T.
Strong surging at the inlet and Foreign particles in the inlet or Check for smooth mating
low pressure on the discharge discharge valve or worn inlet surfaces on inlet valves and
side. and/or discharge valves. discharge valve seats. Flat
Valves and inlet valves may be
lapped on a very fine oil stone;
Quiet Valve parts must be
replaced.

DM45SP/DMLSP
Servicing The Valve Assemblies

Disassembly:
1. Remove the fasteners securing the discharge manifold to the crankcase of the pump.
Figure 7.18---1
2. Support the discharge manifold and tap from the backside with soft mallet. Gradually work free
from cylinders.
3. Valve assemblies will remain in the manifold. Pump models with o--ring groove on outside of
the valve seat require the assistance of a Valve Seat Removal Tool to remove the valve
seat. The valve, spring and retainer will fall out when the manifold is inverted. Pump models
without the o--ring groove on the outside of the valve seat permit the seat, valve, spring and
retainer all to fall out when manifold is inverted.
Reassembly:
1. Examine the Retainer for wear and replace as needed. Place the Retainer in manifold chamber
with nylon tab down.
Figure 7.18---2
2. Examine Spring for fatigue and replace as needed. Insert spring into center of retainer.

DM45SP/DMLSP
Servicing The Valve Assemblies (continued)

Reassembly (continued):
3. Inspect the Valves for wear, ridges or pitting and replace as needed. Note: Seating side of Flat
Valves may be lapped on flat surface using 240 grit paper. Quiet Valves due to their shape
must be replaced. Insert valve over spring with dimpled side up.
4. Examine all o--rings and back--up rings on the Valve Seat. Replace them if they are used or
worn. Always lubricate o--rings for ease of installation and to avoid damage. Note: First install
O--ring in groove on seat towards seating surface, then back--up ring. Note: Models without
outer groove on seat require the o--ring to be placed on the lip of the retainer.
5. Examine Valve Seats for wear, pitting or grooves. Lap the Flat Valve Seats with 240 grit paper
or replace if there is evidence of excessive wear. Quiet Valve Seats must be replaced if worn.
Install seats with dish side down.
6. Lubricate o--rings on exposed cylinder. Exercise caution when slipping manifold over cylinders
to avoid damaging cylinder O--rings. Completely press manifold over cylinder.
7. Replace fasteners and torque per torque chart on following pages. Note: Replace all original
shims if used. When new manifold is used, reshim pump. When starting the pump, check to
see that there is no cylinder motion. This will cause premature failure of the cylinder O--rings.
Center cylinder motion indicates improper shimming.
Servicing The Valve Pumping Section

Disassembly:
1. Remove the discharge manifold as previously explained.
2. Grasp cylinders by hand and with an up and down motion, pull the cylinders from inlet manifold.
3. Remove cotterpin, nut and washer from piston rod.
4. Next remove retainer, spacer, piston--cup assembly and inlet valve.
Reassembly:
1. Examine inlet valve surface for pitting, scale or grooves. Reverse valve and sand inlet side of
valve using 240 grit paper for clean surface or replace if evidence of excessive wear. Slip onto
rod.

DM45SP/DMLSP

Servicing The Valve Pumping Section (continued)
Reassembly: (continued)
2. Examine Piston seating surface and lightly sand on flat surface using 240 grit paper. If extreme
pitting or sharp edges, replace piston.
3. Examine cup for wear, cracking, tearing or separation from the piston. If cup is worn, replace
and lubricate before installing on piston. Note cup installation: Wipe cup inserter with oil. Slip
back--up ring (when used) onto piston. Push cup over inserter and square with all surfaces.
Faulty cup installation causes premature cup failure. Some models use a one--piece piston
assembly. The cup does not separate from the piston. Replace entire assembly. Lubricate
piston assembly and slip piston--cup assembly onto the piston rod with lip facing discharge.
4. Next, replace Piston Spacer and Retainer on rod.
5. Replace washer, thread on nut and torque per torque chart shown on following pages. Note:
Always replace with new stainless steel cotterpin and turn ends under.
6. Examine cylinder walls for scoring or etching which causes premature wear of cups and replace
as needed.
7. Lubricate the cylinder and replace o--rings and/or back--up rings if worn or damaged. Back--up
rings go to low pressure side of the o--rings. Carefully slip cylinder over rod ends and push
into inlet manifold with the back--up ring to the discharge, stroke marking on the inside of
cylinder to the crankcase.
8. Position discharge manifold onto pumps as described. Replace the fasteners and torque per
specifications chart shown on following pages.
Servicing Sleeves and Seals

Disassembly:
1. Remove discharge manifold and piston assemblies as described.
2. Remove inlet manifold containing seals.
3. Grasp sleeves and with a pulling and twisting motion remove the sleeve from the piston rod.
Note: Grasp sleeve with pliers only if replacing worn sleeves, as the procedure will mar the
sleeves.
4. Next, remove seal retainer.
5. Remove and examine O--rings and/or back--up rings on the piston rod for wear and replace as
needed.

DM45SP/DMLSP

Servicing Sleeves and Seals (continued)
Reassembly:
1. Visually inspect that the Barrier--Slinger is in position.
2. Lubricate new O--rings and/or back--up rings and slip onto piston rod. Install the first O--ring (A)
in the grove on the piston rod. Next position the back--up ring (B) against the stepped shoulder.
Then install the second O--ring (C). Exercise caution as you slip the O--ring over the thread end
of the piston rod (see figure 7.18--3).
D CB A
E
Figure 7.18---3
3. Examine sleeves for scoring or etching and replace. Immerse sleeves (D) in oil and carefully
twist and push sleeve onto rod with machined counter bore end first (E).
4. Next, install seal retainers. If wicks are used, replace wicks, thoroughly saturate with oil, place
in seal retainer and install retainer.
5. Place inlet manifold on pair of clearance blocks with crankcase side down and drive out old
seals.
6. Invert inlet manifold with crankcase side up and install new seals. Lubricate O.D. of seal and
install Prrrrm--A--Lube seal with garter spring down. If using blue dot seal, install blue dot seal
facing up. Note: The 25 gpm model does not have Prrrrm--A--Lube option. Install with spring
down.
7. Slip the lubricated seal inserters onto piston rod ends, position inlet manifold onto pump and
remove seal inserters. Some models secure inlet manifold to crankcase. Replace fasteners
and torque per specification chart shown on following pages.
8. Reassemble piston assemblies and discharge manifold as described.
9. Replace original quantity of shims on each stud before replacing discharge manifold.
Servicing Crankcase Section

1. While the inlet manifold, sleeves and seal retainers are removed, examine the seals in the
crankcase for wear.
2. Check oil for proper level and for evidence of water in oil or other contaminants.
3. Rotate crankshaft by hand to feel for smooth bearing movement.
4. Examine crankshaft oil seal externally for drying, cracking or leaking.

DM45SP/DMLSP

Torque Chart
Piston Rod Nut
PUMP MODEL THREAD TOOL SIZE TORQUE
3 GPM M6 X 1.0 10MM HEX 50--70 IN/LBS
5.5--8.5 Nm
8--13 Nm
10--17 Nm
Manifold Stud/Nut and Cylinder Bolts

PUMP MODEL THREAD TOOL SIZE TORQUE
3 GPM M8 X 1.25 13MM HEX 150 IN/LBS
16 Nm
28 Nm
42 Nm
Manifold Torque Sequence
4 BOLT MANIFOLD 8 BOLT MANIFOLD
3 2 8 1 3 5
1 4 6 4 2 7

DM45SP/DMLSP
Pulse Pump Injection Head

The pulse pump is optional for high pressure Cat pumps only.
Operation
With gun open, start drive pump. After water starts to flow out the nozzle (minimum 200 PSI), open
bleed valve ONE TURN to purge air from PULSE PUMP, thus priming the pulse pump. After all air is
purged, torque valve 100 and 120 in/lbs. Then set drive pump for proper discharge pressure.
PULSE PUMP will not operate with a pressurized inlet to the drive pump.
Do not operate the PULSE PUMP dry. This could damage diaphragm.
Performance
After the unit is operating, adjust metering valve to obtain desired water/chemical ratio. Check
chemical output by measuring chemical supply tank. NOTE: Metering valve not supplied by Cat
Pumps with pulse pump.
MIXING RATIO varies with output of drive pump, the model PULSE PUMP being used and whether
a metering valve is used.
Maintenance
Before shutting system down, flush PULSE PUMP by placing chemical supply line in water. If
volume of chemical decreases, lap discharge valve, suction valve seat and valve with 440 grit
paper. CHECK DIAPHRAGM FOR LEAKS.

DM45SP/DMLSP

Pulse Pump Injection Head (continued)
Trouble Shooting
NO CHEMICAL SUPPLY FROM PULSE PUMP:
1. Failure of diaphragm or spring.
2. Air in chemical supply line.
3. Foreign material in inlet or discharge valves.
4. Pressurized inlet to drive pump.
LIMITED CHEMICAL SUPPLY FROM PULSE PUMP:

1. Air in chemical supply line.
2. Clog in manifold port fitting.
3. Loose lock nut of diaphragm spring.
4. Worn inlet and discharge valves.

DM45SP/DMLSP
BEAN WATER INJECTION

This section is designed to help you with routine maintenance and do--it--yourself service that the
pump or equipment may require.
Figure 7.18---4
Installation
1. Pump Location
Locate the pump as close to the source of supply as possible. It is desirable to set the pump in a
clean and dry place with sufficient lighting and adequate space for inspection and
maintenance.
2. Foundation
The pump should be mounted in a vertical position and securely fastened in order to maintain
alignment and prevent vibration.
3. Suction Line
(a) General
When installing pipe and fittings, be sure the inside of all parts are free from dirt, scale, burrs or
other foreign material which might interfere with the pump operation. Make sure all joints are
tight and free from air leaks which cause cavitation and loss of pump capacity.
Return the overflow from a relief valve or pressure regulator directly to the supply tank. Care
must be taken not to locate return where it will cause excessive turbulence directly at the
suction inlet.
(b) Length and Size
The suction line from source to pump inlet should be as short and direct as possible, using
either piping or durable non collapsible hosing as circumstances warrant.
The suction pipe size should be at least the same as the pump inlet connection, or preferably
larger to avoid limiting the pump capacity. The supply source should be located above the inlet
connection for smoother operation of the pump and longer packing life. When a static lift is
used, the lift should be kept as small as possible. Elbows, nipples and unions should be kept at
an absolute minimum. To isolate mechanical and hydraulic vibrations, hose connections are
recommended at the pump for both suction and discharge.

DM45SP/DMLSP
BEAN WATER INJECTION (continued)
Installation (continued)
3. Suction Line (continued)
(c) Support
Install both the suction and discharge piping so it is supported independently, thus avoiding
vibrations as well as strain on the pump.
(d) Gate Valves
In order to cut off the supply of liquid during maintenance inspections, a gate valve is
recommended as close as possible to the inlet side of the pump. The openings in the gate valve
should not be smaller that the pump inlet openings.
(e) Suction Dampener
Where long suction lines occur, it may be necessary to install a suction dampener to minimize
vibration.
(f) Drain Plugs
Drain plugs or drain cocks are advisable for use at low points in both the suction and discharge
lines. This is especially true if temperature conditions drop to the freezing point or lower.
(g) Strainer
Install a strainer in the suction line to remove particles which might interfere with the valves.
Strainers may be of open type at the end of the suction line or fully enclosed, having a
removable cover for inspection. It is very important that strainers are cleaned periodically and
sized properly so they do not restrict suction flow.
(h) Pump Connections
Install unions as close as possible to the inlet and outlet openings of the pump to facilitate any
future servicing, should the need arise.
4. Discharge Lines
(a) Size and Length
Install the discharge piping as short and direct as possible, using the same size pipe as the
pump outlet connection. When the discharge hose is extra long, use the next larger size
diameter hose to minimize friction.
(b) Relief Valve
Select a relief valve of adequate capacity and install in discharge line between the pump and
check valve (if used) or the shutoff valve. Bean relief valves bypass excess liquids to prevent
extreme pressures. They are easily adjusted for pressure control.

DM45SP/DMLSP

Installation (continued)
4. Discharge Lines (continued)
(c) Pressure Gauge
A pressure gauge is recommended to aid in checking or adjusting pressures and it should be
installed in the discharge line near the relief valve.
(d) Discharge Dampener
Install a pulsation dampener of adequate size in the discharge line to ensure smooth delivery
by dampening pulsations and minimizing surging.
(e) Power Source
If the pump is driven by an electric motor, use wire of sufficient size to carry the load with the
additional protection of fuses or thermal relays.
If the pump and motor are connected by a flexible coupling, be sure the two shafts are in good
alignment with each other.
(f) Direction of Rotation
The pump may be operated in either direction with satisfactory results
Servicing Instructions
Safety First!
Disconnect the power source BEFORE performing ANY service on the pump.
General Care of the Pump
(a) Drain and refill the pump crankcase with clean SAE 30 API service clarification MM or
better oil after the first 100 hours of operation. Following the first 100 hours of operation, for
best results always change the oil every 750 hours of operation.
(b) Keep all piping and mounting bolts tight.
(c) Replace all worn parts promptly with oem replacement parts.
Care in Freezing Weather
Important -- Precautions must be taken to avoid damage to the pump from liquid allowed
to freeze in the valve chamber.
(a) Drain all connecting piping.
(b) Remove capscrew (1), clamp (2), valve cover (3), valve disc and spring (5) to drain the
valve chamber (9) when freezing temperatures are expected. See figure 7.18--5 for pump
drawing. Remove “top” discharge valves or raise them to be sure that no liquid is trapped
under the “inner” suction valves.

DM45SP/DMLSP
1
4
2 10
9
3
5
6
7
5
6
7
11
12 12
14 13
15
16 17
11
18
19
21
39
Figure 7.18---5

DM45SP/DMLSP
Servicing the Plunger Packings

(a) Release valve chamber (9) from pump case by removing the four cap screws (10) shown in
the drawing on figure 7.18--5.
(b) Lift the chamber free of the cylinders (12). Remove the cap screws (13), the cup washers
(14) and plunger packings (15).
(c) Lift the cylinders (12) from the pump case (21).
(d) Inspect the O--rings (17) and the umbrellas (18). If either of these parts are worn or are
damaged, they should be replaced. A pocket knife can be used for easiest removal of the
umbrellas. Clean all parts thoroughly. Replace worn parts with exact OEM replacement
parts.
(e) When reassembling the plunger packings, inspect the bottom gasket (11) and replace if
necessary. Note: If it is necessary to replace one gasket at either top or bottom of the
cylinders, then all bottom or all top cylinder gaskets should be replaced. Torque capscrews
to 8--10 ft/lbs (11--13.5 Nm).
Note: For easier installation of the umbrella, soak in hot water for approximately two to
three minutes to soften.
(f) Fold the plastic umbrellas (18), as shown in figure 7.18--6, to insert them through openings
and over ends of crosshead rods.
Figure 7.18---6
(g) Press the tops of umbrellas to place pilot washers (19) over ends of rods with groove up
(reference figure 7.18--5 and 7.18--6).
(h) Place O--rings (17) and packing holders (16) in position on ends of crosshead rods.
(i) Place cylinders (12) in position in the mounting plate recess.
(j) Oil the plunger packings (15) and place them in the open end of the cylinders, with the cup
“up”. Use the thumb to press the packings into each cylinder firmly and squarely on the
plunger rod end.

DM45SP/DMLSP
Servicing the Plunger Packings (continued)

(k) Turn the pump by hand to raise each plunger rod to the top of the stroke, as needed.
(l) Place the cup washers (14), with the ribbed side against the plunger packing, inside the
cups of the packing (figure 7.18--5).
(m) Secure packing and washers to plunger rods with capscrews (13), tightening them until
the washers and cups seat firmly on the plunger rods. Torque to 15--20 ft/lbs (20--27 Nm).
(n) Inspect top cylinder gaskets (11) and replace all if any show defects, holding them in place
in the valve chamber by using heavy oil or grease if necessary.
(o) Return the valve chamber to position over the cylinder, making sure that gaskets (11) and
cylinders (12) are properly positioned in the top and bottom recesses.
(p) Retighten capscrews (10) alternately and evenly until the parts are snugly seated. Torque
cap screws 20--25 ft/lbs (27--34 Nm).
Important: Clean buildup from cylinders. Submerge the cylinder in uncut muriat acid (28%)
hydrochloric acid) for three (3) minutes, rinse in clear water, wash with strong soap, submerge
in acid for two (2) more minutes, rinse in clear water and wipe off.
Servicing the Pump Valves

(a) Remove the capscrew (1) and clamp bar (2) from the valve chamber (9) and lift out valve
covers (3) with O--rings (4) attached.
(b) Remove the discharge valve springs and disc assemblies (6) and valve cages (5).
(c) Insert the round end of valve seat puller tool (39) through the opening at the center of the
valve seats (7). Loosen the seats from the valve chamber (9) with a “rocking” motion of the
tool (39).
(d) Remove the valve seats from the recesses with the opposite end (curved end) of the puller
tool (39).
(e) Repeat the four preceding steps (a,b,c,d) to remove suction valve parts which are identical
to discharge valve parts and are located immediately “under” them in the valve chamber.
(f) Clean all parts and inspect them. Replace all worn parts as needed.
Note: Valve seats (7) may be used either side “up”. Thus, if one side shows wear, the
opposite side may be used to provide a new seat.
(g) With the O--ring (4) in place on each valve seat (7), place a few drops of light oil on the ring
and seat and place each squarely in the bottom of the recess in the valve chamber.

DM45SP/DMLSP
Servicing the Pump Valves (continued)

(h) Place the valve cages (5) on the valve seats (7) and the spring and disc assemblies (6)
inside each cage
(j) Repeat steps (g) and (h) to install the “outer” discharge valve parts.
(k) Place the valve covers (3), with O--rings on the bottom groove, over each valve assembly.
(l) Replace the clamp bar (2) and capscrew (1), tightening capscrew (1) snugly only. Do not
overtighten capscrew (1). Overtightening can damage valve parts. Torque to 30 ft/lbs
(40.6 Nm).
Servicing the Crankshaft

(a) Remove pipe plug (37) and drain oil from pump case.
21
21A
24
26 31 29 28
28 29 30
27 32
33
34
39
35 37 Figure 7.18---7
36
(b) Disconnect piping and remove pump from mounting.
(c) Remove capscrews (36), wave washers (35) and mounting base (34) carefully to protect
the gasket (33).
(d) Remove capscrews from the connecting rod assemblies (24). Use a center punch or other
suitable instrument to mark the caps and the rods for proper rematching when they are
reassembled.

DM45SP/DMLSP
Servicing the Crankshaft (continued)

(e) Remove oil slingers (32) from the crankshafts (26) and (27).
(f) Push connecting rods and crosshead assemblies into pump case to clear the crankshafts
(26) and (27).
(g) Remove the driven sheave from the crankshaft extension.
(h) Remove the snap rings (28) from groove in pump case at outside of bearings (30 and 31).
(j) Use a suitable wood block and hammer to tap against the gear ends (outside) of each
crankshaft to remove oil seals and bearings at opposite side of pump case. Crankshafts,
with bearings at gear ends, may then be removed from bottom of case.
Never pound directly on bearings (31) when removing or replacing them on the
crankshaft.
A block of wood, with a suitable sized opening or block supports to assure reasonable equal
support around the bearing, in a press is the best for this important work.
(k) After inspecting and replacing all the worn parts, press new bearings (if needed) against
the shoulders on the crankshaft, then place the assembly through openings into the pump
case.
Figure 7.18---8
Important: Timing the Pump.

Arrows on gears must be located exactly as shown above in figure 7.18--8 to properly time the
pump.

DM45SP/DMLSP
Servicing the Crankshaft (continued)
(l) With the crankshaft and bearings assembly in place in the pump case, place the oil seals
(29) carefully over the ends of the crankshaft with the “lip” of the seals facing the inside of
the pump case. Care should be taken when passing seals over the crankcase to avoid
folding the lip of the seal under or damaging the lip.
(m) Seat the snap rings (28) in the grooves in the bearing housings against the oil seals and
tap the crankcase to allow a slight end play in the crankshaft.
(n) Reassemble the connecting rods and crossheads, being sure to rematch the rod and cap
properly as marked when disassembled. Use 6--8 ft/lbs (8--11 Nm) torque on capscrews.
(o) Complete the re--assembly by reversing steps (a) through (h), being sure to replace the
drain plug (37).
(p) Remove plug (21A) and fill the crankcase with clean SAE30 non detergent motor oil to the
filler plug level. Clean and replace the filler plug.
Turn the pump a few revolutions by hand to be sure all parts are running freely before using the
pump.
Servicing the Crossheads

(a) Remove the valve chamber, cylinders and the plunger packings as described in paragraph
(a) and (b) of Servicing the Plunger Packings.
(b) Remove O--ring seal (17), backup washer (19) and the crosshead umbrellas (18) that are
shown in figure 7.18--5.
(c) Remove the mounting base and connecting rods as described in paragraphs (a) through
(d) of Servicing the Crankshaft.
(d) Turn the crankshaft by hand to allow removal of the crossheads through the pump case
opening.
(e) Reverse paragraphs (a) through (c) when re--assembling the crossheads. Be sure that all
parts are re--assembled in their exact former positions.

DM45SP/DMLSP
Operation
(a) Check the drain plug located on the bottom of base to ensure that it is properly tightened.
(b) Add clean SAE30 API service classification MM or better oil to pump crankcase. Maintain
oil at the filler plug level.
(c) Inspect the pump to see that all nuts and screws are tight.
(d) Turn the pump sheave by hand a few times to make sure the pump operates freely.
(e) Start the pump and check its speed. After liquid transfer has been made, set the pressure
gauge to the desired reading.
(f) Since the power that is required to drive the pump varies directly with the pressure and the
amount of fluid handled, it is recommended that the water pump be operated according to
specifications.
If the speed is increased excessively, there is danger of either overheating the bearings or
causing cavitation in the fluid end of the pump.
If pressure is increased excessively, bearing life will be drastically reduced in addition to

breakage of other parts.
Exceeding pump specification limits for either pressure or speed results in overloading the
power source.

DM45SP/DMLSP
7.19 -- TROUBLESHOOTING (CENTROMATIC LUBE OPTION)
GENERAL INFORMATION
Retain this information for reference. If additional information is needed, supply Model and Serial
numbers stamped on the nameplate.
1. The pump should be located where there is sufficient space around and above the unit for
raising pump to change lubricant drum or to make adjustments.
2. The Time Controller should be located adjacent to the pump and it should be accessible for
adjustments. The length of connecting air and lubricant hoses limits the spacing between
the pump and the Time Controller.
3. Connect air supply line to the 3/8” NPT female inlet of the Solenoid Air Valve. Connect air
hose from pump to the 3/8” NPT elbow at the back side of Solenoid Air Valve. Connect the
lubricant delivery hose from pump to the 3/4” NPT female inlet at the bottom of the Junction
Block.
4. Install lubricant supply line to system into the 3/4” NPT female outlet of the Junction Block.
5. Finally, install electric power supply to Time Controller.
Principle of Operation
The Pump is operated by the Time Controller (See Figure 7.19--1). The timer closes the electric
circuit to the Solenoid Air Valve. The Solenoid Air Valve opens and permits air to pass through the
air hose, operating the pump and closing the vent valve.
The pump continues to operate until the lubricant pressure in the supply lines is sufficient to
operate the injectors. After the injectors operate (discharge lubricant to bearings), the pump
continues to build up pressure in the supply lines until there is sufficient pressure to open the
pressure switch.
The opening of the pressure switch breaks the electric circuit to the Solenoid Air Valve, which shuts
off air supply to the pump. At the same time the lubricant pressure opens the vent valve and allows
the supply line pressure to vent back into the lubricant drum. The injectors automatically reload and
the system is ready for next lubrication period.

DM45SP/DMLSP
7.19 --- TROUBLESHOOTING (CENTROMATIC LUBE OPTION)
Typical System Drawing

The Drawing shown below is the Actual Manufacturer’s drawing used for descriptive purposes.
SUPPLY LINE
115V 60
PRESSURE
HERTZ
GAUGE “B”
LINE SWITCH
PROVIDED BY
CUSTOMER
1/4 TURN
SHUTOFF
TIME
VALVE “A”
CONTROLLER SOLENOID
AIR VALVE
PRESSURE
SWITCH
FEED LINE
INJECTOR
HOLE FOR
HOISTING PUMP
FROM DRUM
AIR
BEARING SUPPLY AIR
LINE EXHAUST
POWER--- MASTER
PUMP AIR HOSE
TO PUMP
INSTALL PIPE PLUG IN VENT
THE END INJECTOR VALVE
MANIFOLD OF EACH
RUN
LUBRICANT AIR HOSE

VENT DELIVERY
HOSE HOSE
LUBRICANT
DRUM
SAFETY UNLOADER
IF PRESSURE SWITCH
FAILS TO OPEN AND
SHUT OFF PUMP, SAFETY
UNLOADER WILL OPEN
AND RELIEVE PRESSURE
Figure 7.19---1 IN SUPPLY LINE
FOLLOWER

DM45SP/DMLSP
7.19 --- TROUBLESHOOTING (CENTROMATIC LUBE OPTION)
Fill Supply Line

Refer to Figure 7.19--1 for additrional information.
1. Remove pipe plugs from the injector manifold at the end of each run.
2. Set Time Delay Relay to maximum position.
3. Place timer Toggle Switch in “A” position.
4. Close line switch to start pump.
5. Pump in operation will charge supply line with lubricant.
6. When lubricant begins to flow from the open end of injector manifold (injector farthest from
pump), open line switch to shut off pump.
7. Replace pipe plugs in all injector manifolds.
8. Re--adjust Time Delay Relay to desired delay interval.
Prime Feed Lines

Operate the pump by rotating program disc clockwise by hand through one clip. Repeat several
times to be sure each injector is operating.
Operation Check
1. Open shut--off valve “A” which should be installed in the supply line adjacent to the pressure
gauge and pump as illustrated in Figure 7.19--1. Start pump as above. Allow the pump to
operate until the supply line pressure builds up to about 2500 PSIG (for high pressure units)
as indicated on the pressure gauge “B ” or 850 PSIG (for low pressure units).
2. Close the shut--off valve “A” and this will trap the lubricant pressure in the supply line. Each
individual injector can now be inspected for the correct discharge position of the indicator
stem.
Note:
Pressure reading on the pressure gauge should remain constant after the shut--off valve is
closed. A pressure decline on the pressure gauge indicates a leak in the supply line. After the
system has been checked, open the shut--off valve and the system is ready for the desired
lubrication cycles.
Set Timer to program the lubrication cycle frequency.

DM45SP/DMLSP
Attach Air Motor to Pump Tube

1. Tightly connect air motor coupling nut to the pump plunger.
2. Attach the air motor to the pump outlet body flange with the four bolts & nuts (hand tight)
supplied with air motor.
3. Slowly cycle the pump several times by using just enough air pressure to operate the pump
without stalling.
4. Stop the pump on an “up” stroke and tighten the four bolts & nuts to securely fasten the
air motor to the pump tube.
AIR
MOTOR
PUMP
TUBE
Figure 7.19---2

DM45SP/DMLSP
Failures without Alarm Systems
TIME CONTROL FAILURES (for systems WITHOUT an alarm system)

System Failure Symptoms Possible Cause
Pump does not start with Selector Switch in 1. Faulty Control Relay.
position “A” or “B”. 2. Faulty Time Delay Relay.
3. Switch Arm held down at all times.
4. Faulty “A”---“B” Selector Switch.
5. Faulty Timer Switch.
6. Faulty Pressure Switch.
Pre---lube cycle normal with Selector Switch in 1. Faulty Timer Motor.
position “A” but no timed function occurs with 2. Switch Arm is not fully depressed.
Selector Switch in either position. 3. Faulty Timer Switch.
4. Dial clips not positioned in inner groove.
No operation with Selector Switch in position “A”, 1. Jumper wire at terminals 5 and 6 removed.
normal operation with Selector Switch in position 2. Faulty Control Relay.
“B”. 3. Faulty Selector Switch.
No operation with Selector Switch in position “B”, 1. Faulty Control Relay.
normal operation with Selector Switch in position 2. Faulty Pressure Switch.
“A”. 3. Faulty Selector Switch.
Repeat cycle with Selector Switch in either 1. Faulty Control Relay.
position.
Repeat cycle with Selector Switch in position “A” 1. Faulty Pressure Switch.
only or in position “B” only. 2. Faulty Control Relay.
SYSTEM FAILURES (for systems WITHOUT an alarm system)

Pump fails to start. 1. System pressure does not vent.
System does not reach full pressure. 1. Pressure Switch set too low.
2. Faulty Pressure Switch.
Failures with Alarm Systems

TIME CONTROL FAILURES (for systems WITH an alarm system)
Pump fails to start. 1. Faulty Time Delay Relay.
System does not reach full pressure. 1. Faulty Time Delay Relay.
2. Time Delay Relay set too fast.

DM45SP/DMLSP
Failures with Alarm Systems (continued)
SYSTEM FAILURES (for systems WITH an alarm system)

Pump fails to start. 1. Faulty Air Solenoid Valve.
2. Insufficient air pressure.
3. Faulty pump motor.
System does not reach full pressure. 1. Faulty pump.
2. Insufficient air pressure.
3. Pump has lost its prime.
4. Open Safety Unloader.
5. Broken or leaking lube supply line.
6. Pressure Switch set too high or faulty Pressure
Switch.

DM45SP/DMLSP
7.20 -- AIR HOSE CLAMP SELECTION AND INSTALLATION
Dixon Boss
Clamp Selection
and Installation

DM45SP/DMLSP
SAFETY INFORMATION
MSHA (Mine Safety and Health Administration) Regulations

30 CFR Sections 56.13021 and 57.13021
Except where automatic shutoff valves are used, safety chains or other suitable locking
devices shall be used at connections to machines of high pressure hose line of 3/4” inside
diameter or larger, and between high pressure hose lines of 3/4” inside diameter or larger,
where a connection failure would create a hazard.
30 CFR Section 75.1730
(e) Safety chains, suitable locking devices, or automatic cut--off valves shall be used at
connections to machines of high pressure hose lines of 3/4 of an inch inside diameter or larger,
and between high pressure hose lines of 3/4 of an inch inside diameter or larger, where a
connection failure would create a hazard. For purposes of this paragraph, high pressure
means pressure of 100 PSI (6.9 bar) or more.
30 CFR Section 77.412
(d) Safety chains or suitable locking devices shall be used at connections to machines of high
pressure hose line of 1--inch inside diameter or larger, and between high pressure hose line of
1--inch inside diameter or larger, where a connection failure would create a hazard.
S.T.A.M.P.E.D.
When fabricating and specifying hose assemblies, ask the following questions:
Size:
What is the I.D. (Inside Diameter) of the hose? What is the O.D. (Outside Diameter) of both
ends of the hose? What is the overall length of the assembly required?
Temperature:
What is the temperature range of the media (product) that is flowing through the hose
assembly? What is the temperature range of the environment that surrounds the outside of the
hose assembly?
Application:
How is the hose assembly actually being used? Is it a pressure application? Is it a vacuum
(suction) application? Is it a gravity flow application? Are there any special requirements that
the hose assembly is expected to perform? Is the hose being used in a horizontal or vertical
position? Are there any pulsations or vibrations acting on the hose assembly?
Media:
What is the media/material that is flowing through the hose assembly? Being specific is critical.
Check for: Abrasive materials, chemical compatibility, etc.

DM45SP/DMLSP
S.T.A.M.P.E.D. (continued)
Pressure:
What is the maximum pressure including surges (or, maximum vacuum) that this hose
assembly will be subjected to? Always rate the maximum working pressure of your hose
assembly by the lowest rated component in the system.
Ends:
What couplings have been requested by the user? Are they the proper fittings for the
application and hose selected.
Dixon:
Dixon recommends that, based on the hose, fittings and attachment method used, all
assemblies be permanently marked with the designed working pressure and intended media.
Do not use other manufacturer’s fittings or ferrules with Dixon products due to the differences in
dimensions and tolerances. We also recommend that all hose assemblies be tested frequently.
Be Safe: Any questions on application, use or assembly contact your local Atlas Copco dealer
or distributor.
Force Chart
Force (In Pounds)
Hose 25 50 75 100 150 200 250 300 500 1000
I.D. PSI PSI PSI PSI PSI PSI PSI PSI PSI PSI
1/4” 1 2 4 5 7 10 12 15 25 49
3/8” 3 6 8 11 17 22 28 33 55 110
1/2” 5 10 15 20 29 39 49 59 98 196
3/4” 11 22 33 44 66 88 110 133 221 442
1” 20 39 59 79 118 157 196 236 393 785
1---1/4” 31 61 92 123 184 245 307 368 614 1227
1---1/2” 44 88 133 177 265 353 442 530 884 1767
2” 79 157 236 314 471 628 785 942 1471 3142
2---1/2” 123 245 368 491 736 982 1227 1473 2454 4909
3” 177 353 530 707 1060 1414 1767 2121 3534 7069
4” 314 628 942 1257 1885 2513 3142 3770 6283 12566
5” 491 982 1473 1964 2945 3927 4909 5891 9818 19635
6” 707 1414 2121 2827 4241 5655 7069 8482 14137 28274
8” 1257 2513 3770 5027 7540 10053 12566 15080 25133 50266
10” 1964 3927 5891 7854 11781 15708 19635 23562 39270 78540
12” 2827 5655 8482 11310 16965 22620 28274 33929 46549 113098
Note: For hose I.D.’s from 1--1/4” to 12” the force in pounds is greater than the PSI.

DM45SP/DMLSP
Force Chart (continued)

1.) Force is the dynamic power which is exported longitudinally through a hose, towards the
ends. To arrive at the number of pounds of force exerted, you merely multiply the area of the
I.D. times the working pressure being used.
2.) Area of a circle: Π x r@ (PI[3.1416] times radius squared)
3.) Force = Area x Pressure
GENERAL PREPARATION INSTRUCTIONS

The following contains general procedures that relate to all assemblies in terms of preparation.
1. Cutting the Hose -- Two terms are used:
a.) Cut to length means cut the hose to the length requested excluding the length of the
fitting(s).
b.) Overall Length (O.A.L.) refers to the overall length of the assembly including fittings.
Example: The hose has to be cut to a certain length so that when couplings are installed
the length of entire assembly is the required overall length. The calculation below describes
the steps to determine hose length to be cut to obtain the required overall length.
O.A.L = requirement is 50 ft. (This is the total length of the assembly).
Fitting Length = 7 inches (This is the overall length of the fitting).
Shank Length = 4 inches (This is length of the fitting that is inserted into the hose).
A. Fitting Length 7 inches
B. Shank Length 4 inches
C. Subtract A from B 3 inches
D. Multiply C by 2 x2
E. Total Coupling Length 6 inches
F. Overall Length Required 50 foot
G. Subtract E from F 6 inches
Cut Hose Length 49 foot -- 6 inches (49’--6”)
2. Cut Ends Square -- Hose ends must be cut square (90_ to the length of the hose) for proper
coupling insertion. Improper insertion can reduce coupling retention.
3. Clean Hose Ends -- Debris left inside the hose from the cutting process must be removed
prior to coupling insertion. This is especially important when an abrasive wheel or “chop
saw” is used to make a cut. Debris will reduce coupling retention.
4. Determine number of clamps required

DM45SP/DMLSP
GENERAL PREPARATION INSTRUCTIONS (continued)

5. Mark Hose for Proper Clamp Placement -- The Boss Clamps and Air King Clamps do not
require a hose marking for placement. because the clamp’s gripping finger positions the
clamp automatically.
6. Static Grounding -- When static grounding is required it’s essential that it be done properly.
Typically, it is accomplished by bending the built--in static wire or the helical wire (or wires) in
to the hose I.D. (Inside Diameter) so that the wire or the wires make contact with the metal
coupling. Bend in no more wire than necessary. One half inch is usually sufficient. Other
methods of static grounding may be required due to hose type, hose manufacturer or style
of coupling being installed. Always contact the hose manufacturer to verify proper static
grounding techniques for that particular hose. Improper static grounding can lead to fire,
explosions reduced assembly life, damage to property and injury or death to personnel.
7. Hoses with Helical Wire -- Determine which direction the helical wire is pointing. Proper
installation of pre--formed band clamps or bands and buckles relies upon proper orientation
of the clamp tail with the helical wire. Note: If helical wire is not used for static grounding,
trim the wire flush with the hose. This will prevent operator injuries during the assembly.
8. Seal the Hose Ends -- At each end of the hose, the reinforcement is exposed to the outside
elements. This exposure can lead to premature assembly failure especially if the end of the
assembly is laying in a puddle of water or puddle of product. If assembly is to be subjected to
these conditions, the hose ends must be sealed. Typically, rubber cement or shellac can be
used. Wire reinforce hoses can corrode to the point of failure near the clamp. Textile or
fabric reinforced hoses can “wick” water or product to anywhere in the length of the hose
and exit the cover at the weakest spot.
9. Apply Coupling Lubricant -- Lubricate the coupling shank and hose inside diameter prior
to the coupling insertion. Dixon recommends using Dixon Coupling Lubricant (DCL10 pint,
DCL80 gallon). Do not use hand soap, oil, grease, WD40, Silicon Spray or other similar
substances that may attack the hose tube material and / or reduce coupling retention.
DIXON DIAMETER TAPE PROCEDURE

All Dixon clamping devises (”Boss” Clamps, Double Bolt Clamps, Single Bolt Clamps, “T” Bolt
Clamps, Holedall Ferrules, etc.) have a minimum and maximum hose O.D. (Outside Diameter)
range. To ensure proper coupling performance, it is imperative that the clamping devise
selected be the correct size for the hose O.D. being used.
Accurate hose O.D. measurement is achieved by using a Diameter Tape. Both ends of the
hose must be measured due to the variances allowed by the hose manufacturers in their
production tolerances. In addition, the hose manufacturers change dimensional specifications
on their products without prior notification.
Procedure
1. Grasping the tape buckle, pull several inches of tape from the case.

DM45SP/DMLSP
Procedure (continued)
2. One side of the tape is a regular ruler. The other side of the tape is marked “INCHES OF
DIA. BY 64THS. (See “A” on Diagram 1). This is the side of the tape used to measure hose
O.D.
A B
Diagram 1 C D
3. To understand how the diameter tape works, do the following:

a.) Locate the numbers (1,2,3,etc.) with a line the width of the tape to the right of it (See
“B” in Diagram 1). These represent inches of diameter.
b.) The numbers “16”, “32”, and “48” are reference numbers (See “D” in Diagram 1). They
represent 16/64ths, 32/64ths and 48/64ths of an inch respectively.
c.) Each hash marks between these two numbers represents 1/64th of an inch (See “C”
in Diagram 1).
These numbers, when combined as outlined below, convert the hose circumference into
inches of diameter.
4. To measure the hose O.D. with the diameter tape, do the following:
a.) With the diameter side of the tape facing up, loop the tape around the end of the hose
to be measured keeping the loop two to three inches from the hose end.
b.) While the tape is being looped around the hose, keep the buckle to the bottom of the
loop.
c.) Making sure that the tape is as flat on the hose as possible, pull the tape tight.
d.) The line to the right of “INCHES OF DIA. BY 64THS.” should line up with one of the
inches of diameter marks, reference number marks or hash marks above it.
5. To read the hose O.D. just measured in step 4, do the following:
a.) Determine the inches of diameter number. If the line from Step 4d above lines up with
one of these numbers, this is your outside diameter (See Diagram 2). If line from Step
4d above lines up with a reference the number to the LEFT of an inches of diameter
number, see step 5b below.
b.) Locate the reference number (if needed) to the LEFT of inches of diameter number
determined by the line from Step 4d above. The outside diameter will be the inches of
diameter number from Step 5a above PLUS the 64ths represented by the reference
number (See Diagram 3). If the line from Step 4d above is to the left of a reference
number, see Step 5c.

DM45SP/DMLSP
c. Locate the hash mark (if needed) to the LEFT of the reference number determined by the
line from Step 4d. The outside diameter will be the inches of diameter from Step 5a PLUS
the 64ths represented by reference number from Step 5b PLUS the number of hash marks
from the reference number including the one above the line from Step 4d (See Diagram 4).
Note: It is a good practice to measure each hose end twice to ensure an accurate
measurement.
Diagram 2
(2” O.D.)
Diagram 3
(2---16/64” O.D.)
Diagram 4
(2---20/64” O.D.)

DM45SP/DMLSP
BOSS CLAMPS
HOSE I.D. HOSE O.D. TORQUE TYPE
FROM: TO:
1/4” 36/64” 42/64” 6 ft/lbs 2---BOLT TYPE
3/8” 44/64” 56/64” 6 ft/lbs
1/2” 52/64” 60/64” 6 ft/lbs
1/2” 60/64” 1---4/64” 12 ft/lbs
1/2” 1---12/64” 1---12/64” 12 ft/lbs
3/4” 1---10/64” 1---18/64” 21 ft/lbs
3/4” 1---12/64” 1---20/64” 21 ft/lbs
3/4” 1---20/64” 1---32/64” 21 ft/lbs
3/4” 1---32/64” 1---44/64” 21 ft/lbs
1/2” 58/64” 1---2/64 6 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
1” 1---26/64” 1---36/64” 21 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
1” 1---34/64” 1---46/64” 21 ft/lbs 4---BOLT TYPE
2 GRIPPING
1” 1---44/64” 1---60/64” 21 ft/lbs
FINGERS
1” 1---60/64” 2---8/64” 21 ft/lbs
1---1/4” 1---32/64” 1---50/64” 40 ft/lbs
1---1/4” 1---44/64” 1---56/64” 21 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
1---1/4” 1---50/64” 2---6/64” 40 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
1---1/4” 1---56/64” 2---4/64” 21 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
1---1/4” 2---8/64” 2---24/64” 40 ft/lbs 4---BOLT TYPE
2 GRIPPING
1---1/2” 1---52/64” 2” 40 ft/lbs
FINGERS
1---1/2” 2” 2---14/64” 40 ft/lbs
1---1/2” 2” 2---8/64” 21 ft/lbs 4---BOLT TYPE
4 GRIPPING
1---1/2” 2---4/64” 2---16/64” 40 ft/lbs FINGERS
1---1/2” 2---12/64” 2---24/64” 40 ft/lbs 4---BOLT TYPE
2 GRIPPING
1---1/2” 2---24/64” 2---36/64” 40 ft/lbs
FINGERS
1---1/2” 2---36/64” 2---48/64” 40 ft/lbs

DM45SP/DMLSP
BOSS CLAMPS (continued)

FROM: TO:
2” 2---16/64” 2---32/64” 40 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
2” 2---22/64” 2---34/64” 60 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
2” 2---32/64” 2---48/64” 40 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
2” 2---32/64” 2---50/64” 60 ft/lbs 4---BOLT TYPE
2 GRIPPING
2” 2---48/64” 3---4/64” 60 ft/lbs FINGERS
2” 2---48/64” 3---4/64” 60 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
2” 3---6/64” 3---28/64” 60 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
2---1/2” 3---4/64” 3---32/64” 60 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
2---1/2” 3---6/64” 3---28/64” 60 ft/lbs 4---BOLT TYPE
2 GRIPPING
2---1/2” 3---32/64” 3---60/64” 150 ft/lbs FINGERS
3” 3---32/64” 3---48/64” 60 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
3” 3---32/64” 3---60/64” 150 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
3” 3---48/64” 4” 150 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
3” 3---52/64” 4---4/64” 150 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
3” 4” 4---12/64” 200 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS
3” 4---4/64” 4---28/64” 200 ft/lbs 4---BOLT TYPE
2 GRIPPING
FINGERS
3” 4---12/64” 4---32/64” 200 ft/lbs 4---BOLT TYPE
4 GRIPPING
FINGERS

DM45SP/DMLSP
BOSS CLAMPS (continued)

FROM: TO:
3” 4---16/64” 4---52/64” 150 ft/lbs THREE PIECE
6---BOLT TYPE
4” 4---40/64” 5” 150 ft/lbs.
4” 4---56/64” 5---16/64” 200 ft/lbs.
4” 5---16/64” 5---38/64” 200 ft/lbs.
4” 5---34/64” 5---60/64” 200 ft/lbs.
6” 6---56/64” 7---24/64” 200 ft/lbs.
6” 7---32/64” 8” 200 ft/lbs.
Note:
1. The bolts used in the Boss interlocking clamps are not standard bolts. They vary from standard
bolts in their length, diameter, overall thread length and material hardness. These bolts can be
re--torqued, but it is not recommended that they be reused, as they are designed for a single
bend only. Dixon recommends using only factory supplied replacement bolts.
2. Torque values for clamps are based on dry bolts. The use of lubricant on bolts will adversely
effect clamp performance.
3. Do not lubricate bolts.
4. Recommended torque rating is in ft./lbs.
“Boss” Clamp Selection

1. Measure the hose “Free” O.D. (Outside Diameter) with a diameter tape. “Free” O.D. is the
outside diameter before the stem is inserted.
2. Determine the hose I.D. (Inside Diameter).
3. On the Boss Clamp Chart, locate the “Hose I.D.” column.
4. Locate the section of clamps in that column that correspond with the hose I.D.
5. From that section of the clamps, find the clamp that has an O.D. range in the “Hose O.D.
From / To column that best fits the hose O.D. just measured.
Additional Information
1. For steam hose, select the clamp that has a maximum range as close to (but not smaller
than) the measured hose O.D. This will allow the clamp to be re--tightened many times to
adjust for “Cold--Flow” which speeds up with increased temperature and /or hot/cold cycles.

DM45SP/DMLSP
Additional Information (continued)

2. For hard wall constructed hose (wire present) with an O.D. at or near the clamp’s maximum
range, use of the next largest clamp may be required. See “Criteria For Sufficient Fit of a
Boss Clamp” to determine proper clamp fit.
3. For soft wall constructed hose (no wire present) having an O.D. at or near clamp’s minimum
range, use of the next smallest clam may be required. See “Criteria For Sufficient Fit of a
Boss Clamp” to determine proper clamp fit.
Notes
1. Use of an incorrectly sized “Boss” clamp can result in damage to property and serious injury
to personnel.
2. Refer to the “DIXON DIAMETER TAPE PROCEDURE” for instructions on how to read a
diameter tape.
3. Refer to “INSTALLATION OF BOSS 2 BOLT CLAMP” for assembly techniques when using
a two bolt “Boss” clamp.
a four bolt “Boss” clamp.
a six bolt “Boss” clamp.
Criteria For Sufficient Fit of a Boss Clamp

Notes
1. Sufficient fit criteria provides inspection guidelines when the clamp has been assembled in
accordance with prescribed Procedure and all of the bolts are tightened to 150 FT/LBS.
FOR 3 INCH CLAMP, 60 FT/LBS FOR THE 2--1/2 AND 2 INCH CLAMPS.
2. The failure to adhere to these guidelines could produce poor clamp performance, leaking
assemblies or even separation of hose and coupling that may cause property damage and /
or serious injury to personnel.
Minimum Range
1. 1/32” clearance between clamp halves (both sides) for clamps that are designed to fit 1/4”
I.D. through 2” I.D. hose.
2. 1/16” clearance between clamp halves (both sides for 4 bolt clamps) or all segments (6 bolt
clamps) for clamps designed to fit 2--1/2” I.D. through 6” I.D. hose.
3. 1/32” clearance between clamp gripping fingers (all gripping fingers) and stem groove for all
sizes.

DM45SP/DMLSP
Maximum Range
1. 1/32” interlock between the clamp gripping finger and stem collar (all gripping fingers) for
clamps designed to fit 1/4” I.D. through 2” I.D.
2. 1/16” interlock between the clamp gripping finger and stem collar (all gripping fingers) for
clamps designed to fit 2--1/2” I.D. through 6” I.D.
3. 1/32” interlock between dovetail extensions (both sides) for clamps designed to fit 1/4” I.D.
through 2” I.D. hose.
4. 1/16” interlock between dovetail extensions on both sides (4 bolt clamps) or all segments (6
bolt clamps) for clamps designed to fit 2--1/2” I.D. through 6” I.D. hose.
INSTALLATION OF BOSS 2 BOLT CLAMP

BOSS GJ MALE GRIPPING FINGER STEM COLLAR
FRONT BOLT
SQUARE HEAD OF
WING NUT FRONT BOLT
OPPOSITE FRONT BOLT
Procedure
1. Prepare the hose. Refer to “GENERAL PREPARATION INSTRUCTIONS”.
2. Place the stem in a vise.
a.)
For male stems, tighten the vise on the hex.
b.)
For female stems (wing nut), place a spud in the vice, tighten and then thread the wing
nut onto the spud.
3. Select the proper Boss Clamp. Refer to “Boss Clamp Selection”.
4. Position the clamp gripping fingers behind the stem collar as illustrated above.
5. Tighten the bolts by hand until there is equal thread engagement. Note: When hose O.D. is
at or near clamp maximum range, starting of nuts on bolts may require squeezing clamp
halves in a vise.
6. Bolt tightening sequence is as follows:
a.) Front bolt, 1 full turn.
b.) Opposite side front bolt, 1 full turn.
c.) Repeat “1” and “2” until all bolts are tightened to recommended torque value listed on
“BOSS CLAMPS” chart. Torque values are based upon “dry bolts”. Lubricant on bolts
will adversely effect clamp performance. Use a torque wrench.
d.) Remove assembly from vise.

DM45SP/DMLSP
7. Test assembly if required. Refer to “TESTING”.
Notes:
1. Clamp bolts are designed to bend during tightening. This “bending” allows the clamp to
conform to the hose circumference.
2. Periodic bolt re--tightening is necessary due to “Cold--Flow” present in all rubber hoses.
3. Boss clamps (including the nuts and bolts) are for single use only. Do not reuse. Once
removed, discard.
4. Refer to “Criteria For Sufficient Fit of a Boss Clamp” to determine proper assembly.

BOSS GJ MALE GRIPPING FINGER STEM COLLAR
FRONT BOLT
BACK BOLT
SQUARE HEAD OF
OPPOSITE BACK
BOLT
HOSE
OPPOSITE BACK BOLT

WING NUT
SQUARE HEAD OF
OPPOSITE FRONT BOLT
FRONT BOLT
Notes:
2. Boss clamps (including nuts and bolts) are for single use only! Once removed, discard.
Process
a.) For male stems, tighten the vise on the hex.
b.) For female stems (wing nut), place a spud in the vice, tighten and then thread the wing
nut onto the spud.

DM45SP/DMLSP
Process (continued)
4. Position the clamp gripping fingers behind the stem collar as illustrated above.
5. Tighten the bolts by hand until there is equal thread engagement. Note: When hose O.D. is
at or near clamp maximum range, starting of nuts on bolts may require squeezing clamp
halves.
6. Using a torque wrench, tighten bolts to the recommended torque of 150 ft--lbs for the 3
inch clamp and 60 ft--lbs for the 2--12 inch and 2 inch clamps. Torque values are based
upon “dry bolts”. Lubricant on bolts will adversely effect clamp performance. Bolt tightening
sequence is as follows:
a.) Back bolt, 1 full turn.
b.) Front bolt, 1 full turn.
c.) Snug by hand, nuts on opposite side of bolts just tightened.
d.) Opposite side back bolt, 1 full turn.
e.) Opposite side front bolt, 1 full turn.
f.) Snug by hand, nuts on opposite side of bolts just tightened.
g.)
Repeat “a” to “f” until all bolts are tightened to recommended torque. Clamp bolts are
designed to bend during tightening. This “bending” allows the clamp to conform to the
hose circumference.
8. Refer to “Criteria For Sufficient Fit of a Boss Clamp” to determine proper assembly.

6
4 1
5
2
Procedure
a.)
For male stems, tighten the vise on the hex.
b.)
For female stems (wing nut), place a spud in the vice, tighten and then thread the wing
nut onto the spud.

DM45SP/DMLSP
4. Position the clamp gripping fingers behind the stem collar.
5. Tighten the bolts by hand until there is equal thread engagement on all six nuts.
6. Tighten nuts on bolts in the following sequence. See Boss 6 Bolt Clamp illustration.
a.) Bolt “1” -- one full turn. Before tightening each bolt in sequence, snug the nut by hand if
loose.
b.) Bolt “2” -- one full turn.
c.) Bolt “3” -- one full turn.
d.) Bolt “4” -- one full turn.
e.) Bolt “5” -- one full turn.
f.) Bolt “6” -- one full turn.
g.) Repeat “1” to “6” until all bolts are tightened to recommended torque value listed on
“BOSS CLAMPS” chart. Torque values are based upon “dry bolts”. Lubricant on bolts
will adversely effect clamp performance. Use a torque wrench.
h.) Remove assembly from vice.
Notes:
1. Clamp bolts are designed to bend during tightening. This “bending” allows the clamp to
conform to the hose circumference.
3. Boss clamps (including the nuts and bolts) are for single use only. Do not reuse. Once
removed, discard.
4. Refer to the “Criteria For Sufficient Fit of a Boss Clamp” for guidelines to determine proper
assembly.
TESTING
The following is for general hydrostatic testing and electrical continuity testing. Other
procedures may need to be employed. Follow the RMA (Rubber Manufacturers
Association) hydrostatic test procedures IP--11--1 through IP--11--8 or ASTM D--380
(latest revision). Consult the hose manufacturer if questions arise. If an assembly
requires both hydrostatic and electrical continuity testing, perform the electrical
continuity test first.

DM45SP/DMLSP
TESTING (continued)
Hydrostatic Testing
1. Determine the assembly working pressure. The assembly working pressure is the lesser
pressure rating of either the hose or the couplings.
2. Determine the test pressure. Test pressure is 1--1/2 times the assembly working pressure.
3. Lay the assembly in a straight line.
4. Install test caps or test plugs to both ends.
5. Connect bleed--off valve to one end and test pump intermediate hose to other end of test
sample.
6. Position test pump (or test sample) to that test pump and test sample are at a 90_ angle to
each other.
7. Fill test sample with water. Elevate end with bleed--off valve to purge air from sample. Make
certain that all air is removed.
8. Bulwark ends of test sample to prevent damage from accidental coupling separation.
9. Activate pump until test pressure is achieved.
10. Hold test pressure for 15 minutes.
11. Turn off pump and relieve pressure from test sample.
12. Remove test fixtures from test sample.
13. Drain water from test sample.
14. Complete test report for sample just tested.
No one is to stand near ends of test samples while under pressure for any reason.
Electrical Continuity Testing

No standard exists for testing electrical continuity. Generally speaking, this type of testing is
done with either a continuity meter or a multimeter.
The continuity meter simply has a light that goes on when each coupling is simultaneously
touched with a probe. A multimeter registers electricity in ohms (Ω).
Always contact the hose manufacturer for instructions on the proper method and criteria for
electrical continuity testing.

DM45SP/DMLSP
SECTION 8 --- GLOSSARY
SECTION 8 -- GLOSSARY OF DRILLING TERMS
SECTION 8.0
GLOSSARY

DM45SP/DMLSP
SECTION 8 -- GLOSSARY OF DRILLING TERMS

DM45SP/DMLSP
8.1 -- GLOSSARY OF DRILLING TERMS
~A~
Actuator
A motor or cylinder that is being put into motion by the flow of a hydraulic pump.
Adapter--Adaptor (both spellings are accepted).
A device used to connect two different sizes or types of threads. It is used to connect rotary
head spindles to drill pipe, drill pipe to stabilizers and stabilizers to drill bits.
ANFO
Ammonium Nitrate Fuel Oil mixture: explosive most commonly used in blastholes.
Annulus
The space between the drill pipe and the outer diameter of the hole made by the bit.
Annunciator
An electrical signaling device on a switchboard.
API
American Petroleum Institute.
ASME
American Society of Mechanical Engineers.
ASTM
American Society of Testing Materials.
Auto Lube System
An air powered pump that provides grease to various components of the drill through hoses. It
can be manual or computer controlled.
Axle (Main Shaft)
The tube connecting the tracks of a Blasthole drill to the main frame.
~B~
Bank
Vertical surface of an elevation; also called face.
Beco Thread
A coarse type of thread used on drill pipe for blastholes.
Bench
Work area on top edge of an elevation. The work area for blasthole drills.

DM45SP/DMLSP
Bit, Auger
A type of bit used to drill soft formations. It usually has a series of flutes on the outside.
Bit, Claw
A wing--type bit that has multiple flukes. Sometimes called a Drag Bit.
Bit Breaker
A device installed in the centralizer table to hold a bit stationary while the drill pipe is being
removed from the bit by reversing the rotation. Also called Bit Basket.
Bit, DHD
A solid, one piece bit, with shaped tungsten carbide inserts in the face. Used in percussion
drilling.
Bit, Roller
Also called a Tricone bit. It usually has three conical rollers fitted with steel or tungsten carbide
teeth that rip the rock loose using down pressure.
Bits
Tools that pulverize formations so that material can be removed from the hole. Generally
3--blade, 3--cone or percussion.
Blasthole
A drilled hole used for purposes of excavation rather than exploration, geological information
or water wells. Usually limited to 200 feet.
Blasting
The act of igniting explosives in a borehole to produce broken rock.
Blowdown
Term used when releasing compressed air from the receiver tank on a compressor when the
drill is stopped.
Blowdown Valve
The valve that opens when the drill is stopped and releases all the air pressure in the receiver
tank.
Bore
To make a hole in the ground with a drill.
Borehole
The hole made by a bit.
Box End
Fitting on the female end of a drill pipe. See Pin End.

DM45SP/DMLSP
Breakout
Refers to the act of loosening threaded pipe joints; and of unscrewing one section of pipe from
another, while coming out of the hole.
Breakout Wrench
A wrench, connected to a hydraulic cylinder, used to turn the upper piece of pipe while the lower
pipe is being held by the Fork Chuck or Sliding Wrench.
Bridge
An obstruction in the hole. Usually caused by a caving formation or something falling in the
hole.
Burden
Distance from the blasthole to the nearest face. Distance measured from face to a row of holes.
Buttons
Short, rounded teeth of sintered tungsten carbide inserts which serve as teeth in drill bits used
for drilling very hard rock.
Butterfly Valve
The inlet valve of the air compressor.
Burden
Distance between a blasthole and the nearest free or open face; the material to be displaced.
~C~
Cable
A strong, heavy steel, wire rope. Also known as Wire Rope. Used for pulldown and pullback in
the derrick. Also used in hoisting. May be rotating or rotation resistant.
Cable Reel
A device that holds the electrical power cable on electric driven blasthole drills.
Carousel
A rotating device that holds extra drill pipe. It can be moved under the rotary head to add and
remove drill pipe from the string, or the rotary head moves over it.
Carbide, Tungsten
W2C. A very hard compound used in inserts in rock bits. It has a very high melting point. It is
very strong in one direction but very brittle in another.
Casing
Special pipe used to hold the overburden back in water wells. May be steel or plastic.

DM45SP/DMLSP
Casing, Drive Shoe

Coupling of forged steel to protect lower end of casing in overburden.
Cathead
Rotating drum used to spool hemp rope to pick up tools manually.
Catwalks
Walkways around a working area of a drill.
Cavitation
The pitting of a solid surface by the formation of low pressure bubbles formed in the fluid. Air
being allowed into the inlet of pumps.
Centralizer Bushing
A circular ring installed around the drill pipe in the drill table to keep the pipe aligned properly
with the rotary head. It usually has a replaceable insert in the center.
Chain Wrench
A special wrench, consisting of a chain section and a metal vee section, with jaws, that grips
the drill pipe and/or the DHD to tighten or loosen the connections.
Clinometer
A device for measuring the angle of the drill pipe with the ground. Also referred to as an
Inclinometer.
Collar the Hole
Opening at the top of the blasthole; the mouth where rock has been broken by blasting. Usually
the first few feet of the blasthole that are cracked and broken.
Compressor
An asymmetrical rotary screw driven device for compressing air. May be single or two stages,
depending on the discharge pressure.
Console
The panel that contains most of the drill’s controls. Also called the Operator’s Panel.
Conventional Mud
A drilling fluid containing essentially bentonite clay and water.
Conveyor
Equipment used to carry material to crushers and screens for reduction and separation.
Cooler (HOC, COC)
Most drills have two coolers; one for the hydraulic fluid and the other for the compressor oil. The
engine radiator is sometimes referred to as an engine cooler.

DM45SP/DMLSP
Coring
The act of procuring a sample of the formation being drilled for geological information
purposes.
Coupling
A connector for drill rods, pipe or casing with identical threads, male or female, at each end.
Cribbing
A set of wooden ties or metal plates used to add surface area to the jack pads to prevent the
pad from sinking into the ground. Also called blocking.
Crown Sheaves
The upper sheaves in a derrick that supports the cable that connects to the rotary head.
Crosshead
The outer metal can surrounding the leveling jack cylinders. The crosshead slide is the lower
portion that connects to the bottom of the cylinders and the crosshead cap is the flanged piece
on top of the crosshead.
Crusher
Device used to reduce broken rock to a smaller fragment size.
Cut (verb)
Process of excavating material to lower the level of part of an elevation.
Cut (noun)
Part of an excavation of a specified depth an width.
Cuttings
Particles of formation obtained from the hole during drilling operations.
~D~
Decking
Process of alternating explosives with inert material in a blasthole to properly distribute
explosives or reduce vibrations. Also refers to the metal catwalks around the outside of the drill.
Deephole
Rotary drills used to drill water wells, exploration holes and monitoring holes.
Delay Interval
Elapsed time between detonation of individual blastholes in a multiple hole blast.

DM45SP/DMLSP
Derrick
A tall framework over a drilled hole used to support drilling equipment. The part of the drill that
contains the feed system and the rotary head. See Tower and Mast.
DHD
Down Hole Drill. An air driven, piston powered device for drilling hard rock. It is also called a
Hammer.
DHD Bushings
The split bushings used to maintain alignment of the DHD while passing through the drill table.
See Split Bushings.
Differential Pressure
The difference in pressure between the inlet and outlet of a component, i.e., a cooler.
Dip
The angle between a horizontal plane and the plane of the ore vein, measured at right angles to
the Strike.
Diverter Valve
A two position, three way, valve that allows one hydraulic pump to perform two separate
functions.
Dressing a Bit
Sharpening DHD drill bits with a grinder to shape the carbides.
Drifter
An out--of--the--hole drill that rotates the drill rod and provides a percussive force, by means of a
striking bar, through the rod to the bit.
Drill
A machine for drilling rock, or unconsolidated formations. Also called a Rotary Drill. The act of
boring a hole in the ground.
Drill Collar
A heavy, thick--walled section of pipe used to add drilling weight to the bit and stabilize the drill
string.
Drill Rod
See Drill Pipe. Hollow, flush--jointed, coupled rods used on small percussion type rock drills.
Used with drifters mostly.
Drill Pipe
Hollow tubing, specially welded to tool joints, used in drilling larger holes than drill rods.
Drill/Propel Valve
A switch that shifts the diverter valves to allow pump flow to go from drill functions to propel
motors.

DM45SP/DMLSP
Drill String
The string of pipe, including subs, stabilizers, collars and bit, extending from the bit to the rotary
head, that carries the air or mud down to the bit and provides rotation to the bit.
Driller (Operator)
The employee directly in charge of a drill. Operation of the drill is their main duty.
Drill Table
The area at the bottom of the derrick that contains the centralizer bushing or master bushing
that the drill pipe travels through.
Dust Collector
A vacuum device with a hose attached to the dust hood that pulls cuttings away from the hole
and deposits them to the side of the drill.
~ F~
Face
Vertical surface on an elevation. Also called bank.
Feed Cable
Cables, anchored on the top and the bottom of the derrick, that pass through the traveling
sheave block and connect to the top and bottom of the rotary head. They are adjusted by
tightening the threaded rods on each end.
Feed Chain
Heavy duty chain links connected to the rotary head through upper and lower sprockets and
the traveling sheave block. They are adjusted similar to cable.
Fill
Process of moving material into a depression to raise its level; often follows the cut process.
Fish
An object accidentally lost in the hole.
Fishing
Operations on the drill for the purpose of retrieving the fish from the hole.
Fishing Magnet
Run in the hole on non--metallic line, to pick up any small pieces of metal.
Fishing Tools
Tools of various kinds run in the hole to assist in retrieving a fish from the hole. Overshots fit
over the pipe while Taps fit inside the pipe.

DM45SP/DMLSP
Flats
Machined areas on the side of drill pipe or other components where wrenches can be installed
to hold or break the joints. Some pipe has two flats, others have four flats.
Floor
Level area at the base of a bank or face.
Fork Chuck
The hand held or “flop--down” wrench used to hold the top of the pipe in the Drill Table while
adding or removing other pipe.
~G~
Grouting
To fill the hole or annulus with grout, i.e., cement and water.
~H~
Hammer
A different name for a Down Hole Drill.
Hammer Bushing
Split bushings installed in the drill table to allow the DHD to start the hole in a straight line. It is
removed once the DHD is below the table. Also called DHD Bushings.
Haul Distance
Distance material has to be moved, such as from a cut to a fill.
Hauling Equipment
Trucks and other conveyances for moving material. Also called Haul Trucks.
Hazard
Any condition of the drilling equipment or the environment that might tend to cause accidents or
fire.
Hoist
Windlass used to pick up drill pipe and other heavy objects. See Winch.
Hoist Plug
A lifting device installed in the box end of a tool. Opposite of Lifting Bail.
Hole
A bore made by rotating a bit into the ground.

DM45SP/DMLSP
Hole Openers
Large bit with pilot used to increase the diameter of a hole.
Hose, Drilling
Connects rotary head to top of hard piping to allow movement of rotary head. Also called
Standpipe Hose.
Hose, Suction
Attaches to mud pump inlet with other end submerged in mud pit.
Hydraulic Cylinders
Double acting cylinders that are extended and retracted to perform various functions on a drill.
They are powered by hydraulic fluid from a pump.
Hydraulic Motors
Piston or vane type motors, driven by hydraulic pumps, that rotate various devices on a drill.
Hydraulic Pumps
Piston, vane and gear type hydraulic pumps that provide flow for the various actuators on the
drill.
Hydrostatic Head
The pressure exerted by a column of fluid, usually expressed in pounds per square inch.
~I~
Inclinometer
An instrument for measuring the angle to the horizontal or vertical of a drill hole or vein.
I.W.R.C.
Abbreviation for Independent Wire Rope Center. This refers to type of construction of wire
rope. This wire rope center is in effect a separate wire rope in itself that provides a core for the
line and prevents it from crushing.
Interstage Pressure
The air pressure present between stages of a two--stage compressor while the compressor is
making air.
~J~
J Wrench
Specially shaped wrench to fit the backhead of a DHD. Used to hold DHD in the table or to
remove the backhead from the wear sleeve.

DM45SP/DMLSP
~K~
Kelly Bar
A fluted or square drill pipe that is turned by a rotary table using a set of pins.
~ L~
Leveling Jacks
Hydraulic cylinders mounted in a crosshead that raise and lower the drill.
Also referred to as Outriggers or Stabilizers.
Lifting Bail
A threaded cap for picking up pipe, bits, DHDs and stabilizers. It screws on the pin end. Some
bails have a swivel hook while others have solid tops. See Hoist Plug.
Loaders
Large, front end bucket equipment used to pick up material for loading in various types of
hauling equipment.
~ M~
Main Frame
The welded component of a track mounted drill. The truck frame on a wheeled drill.
Makeup
The act of tightening threaded joints. Making a connection.
Making Hole
The act of drilling.
Making Up a Joint
The act of screwing a joint of pipe into another joint or section of pipe.
Manifold
A pipe or chamber that has several openings for hose connections.
Mast
A vertical pole. See Derrick.
Micron -- :-- Mu
A unit of length equal to one millionth part of a meter, or one thousandth part of a millimeter.
About 4/100,000th inch.

DM45SP/DMLSP
Mid--Inlet Swivel
Device for removing cuttings from the hole while drilling with Reverse Circulation Equipment.
Mine Plan
Plan for making cuts and creating elevations, benches for efficient removal of material. The
mine plan considers a variety of factors, including: the type and location of material, the size
and number of shovels, loaders, and hauling equipment, haul distances, blasthole patterns,
etc.
Mist Drilling
A method of rotary drilling where water is dispersed in the air as the drilling fluid.
Mud
A water or oil --base drilling fluid whose properties have been altered by solids. Mud is a term
commonly given to drilling fluids. It is used in place of air when drilling unconsolidated
formations.
Mud Drilling
Using a bentonite clay and water as the drilling fluid.
Mud Pit
A hole dug in the ground or a steel pit to hold the drilling mud as it is being circulated in the hole.
Mud Pump
Pumps that are used to circulate the drilling mud.
~O~
Oscillation Yoke
The beam connecting each track of a blasthole track drill with the main frame that allows the
tracks to move independently up and down.
Open Hole
Any uncased portion of a hole.
Operator
The person who performs the drilling operation with the drill. See Driller.
Overburden
Any unconsolidated material lying on top of the bedrock or the coal seam.

DM45SP/DMLSP
~P~
Parasitic Load
The load imposed on the engine by the direct connection of the compressor and main pump
drive during starting.
Pattern
Layout and distances between blastholes, specifically including burden and spacing.
Penetration Rate
Speed at which a bit advances while drilling, measured in feet per hour.
Percussion Drill
Drill that chips and penetrates rock with repeated blows.
Pin End
Fitting on male end of drill pipe. See Box End.
Pioneer Work
Drilling in rough, broken or inclined areas. Removing the original layers of dirt and rock.
Pipe Dope
Special lubricant used to protect the threads on pipe joints. See Thread Lube.
Pipe Support
A device that holds the lower section of pipe in place while connecting to the next joint with the
rotary head when angle drilling. Also called Rod Support.
Pit
An excavation in the ground for the removal of mineral deposits.
PLC
Programmable Logic Controller. A device that monitors many aspects of a drill’s operation.
Potable Water
Water that is safe to drink.
Powder Factor/Specific Charge
Relationship between the weight of explosives in a blasthole and the volume of materials to be
displaced. It is measured in pounds per cubic yard or kilograms per cubic meter.
Power Pack Base
The welded channel frame that contains the prime mover, the compressor and the hydraulic
pumps and gearbox.

DM45SP/DMLSP
Power Pack
The complete sub--assembly of base, engine, compressor, and hydraulic drive.
Presplitting
Process of drilling a line of small diameter holes spaced relatively close together, generally
before drilling a production blast and loaded with light explosive charges to create a clean,
unbroken rock face.
Production Rate
penetration during a given reporting period. This rate includes all lost time, including
maintenance, breakdowns, long moves, inclement weather, etc.
Propel
To cause to move forward or onward. To drive or tram.
Protectors, Thread
Steel or plastic covers to cover the box and pin ends of drill pipe when they are not being used.
Pump, Water Injection
Pump used to pump water into the drill air stream to keep the dust settled and to assist in
flushing the hole.
Pullback
The force available to remove the drill string from the hole.
Pulldown
Force exerted on the drill bit by the thrust of the drill rig and from the weight of the drill string.
~R~
Raise
A mine opening, like a shaft, driven upward from the back of a level to a level above, or to the
surface.
Rate Of Penetration
The rate in which the drill proceeds in the deepening of the hole. It is usually expressed in feet
per hour.
Reamer
Bit--like tool, generally run directly above the bit to enlarge and maintain a straight hole.
Reservoir
The tank used for storing the hydraulic oil used in the hydraulic system.

DM45SP/DMLSP
Reverse Circulation Drilling

Using a double wall pipe to force air/water down the hole and removing the cuttings between
the two pipes. See Mid--Inlet Swivel.
Rod Changer
See Carousel. A device that holds extra drill rod (pipe).
Rotary Drilling
The method of drilling that depends on the rotation of a column of pipe to the bottom of which is
attached a bit. Air or fluid is circulated to remove the cuttings.
Rotary Head
A movable gearbox used to provide rotation to the drill string. It is connected to the feed chains
or cables on each end and to the drill string through the spindle.
~S~
Safety Hook
Attached to end of hoist line to secure hoist plug or lifting bail. Has a safety latch to prevent load
from slipping off hook.
Scales
Equipment used to determine the weight and value of material being transported from a quarry.
Screens
Devices used to separate broken material into groups of similar size.
Shock Sub
A device used to isolate the shock of drilling from the rotary head. It is made of hard rubber
layers mounted inside of steel outer rings.
Shooting
Exploding high explosives in a hole to shatter the rock. See Blasting.
Single Pass Drill
Drill rig with a long tower that permits drilling a blasthole without stopping to add drill pipe (rod).
Uses a Kelly in place of regular pipe.
Uses a rotary table to turn the Kelly instead of a rotary head.
Stemming
Material of a specified depth added on top of a powder column to confine the blasthole and
make the explosion more efficient.
Strip Mine
A large section of land used to remove coal deposits.

DM45SP/DMLSP
Shot
A charge of high explosives deposited in a series of holes to shatter the rock.
Shutdown
A term that can mean the end of the shift or workday or an unplanned stopping of the drill due to
a system failure.
Sliding Fork
A wrench that slides around the flats of the drill pipe to hold lower section. Controlled by
hydraulic cylinder(s). Used in place of Fork Chuck.
Slips
Used in the rotary table to hold and break out drill pipe. Also used to hold casing in the table.
Spacing
Distance between blastholes measured parallel with the face.
Spear
Tools of various design that are screwed or wedged inside of bits, pipe, etc., that are lodged in
the hole. See Fishing Tools.
Spindle
The short section of pipe that rotates within the rotary head and protrudes out each end.
Speed Switch
An electronic device that changes states when the engine reaches a certain speed. Used to
control dual oil pressure switches.
Split Bushings
The removable bushings that allow the DHD or Stabilizer to pass through the drill table while
drilling a straight hole. See DHD Bushings.
Stabilizer, Drill Pipe
Heavy --walled pipe having special spiral or fluted ribs extending around the diameter, within
1/8 “to 1/4” of hole size. Most stabilizers are fitted just above the bit, while in--line stabilizers
keep the hole straight.
Standpipe
Part of the circulating system. The hard and flexible piping from the main valve to the flexible
hosing leading to the rotary head. Water injection, DHD oil and foam are injected into this line.
Static Water Level
The distance from the top of ground down to the standing water level.

DM45SP/DMLSP
Strike
The bearing of the outcrop of an inclined bed or structure on a level surface. See Dip.
Stuck In The Hole
Refers to drill pipe inadvertently becoming fastened in the hole.
Subdrilling
Bottom portion of a blasthole drilled below the floor level to permit upward displacement of
material and thereby prevent a toe at the bottom of a face.
Substitute (Sub)
A coupling with different type or diameter of threads at either end. The term pin denotes a male
thread, and box, a female thread. To connect two components with different threads. See
Adapter.
Supercharge Pressure
Inlet oil pressure to the main pump(s) that has been pressurized to prevent cavitation.
Swivel
A coupling on top of the rotary head to allow the spindle to rotate while the main hose remains
stationary.
~ T~
Table Drive
Drill design that locates the drill pipe rotation mechanism on the drill deck in a stationary
position instead of using the rotary head.
Threaded and Coupled Casing (T&C)
Steel casing using a coupling between each section of pipe. Thread style is right hand, fine
thread.
Thread Lube
A special compound used to lubricate the threads of drill pipe. See Pipe Dope.
Tongs
A type of wrench used to make up and break out drill pipe using external forces, such as
hydraulic cylinders or cables.
Tool Joint
A drill pipe coupler consisting of a pin and box of various designs and sizes. Deephole drills
normally use API style threads, while Blasthole drills use Beco style threads.
Top Head Drill
Drill design that locates the drill pipe rotation head in the drill tower and it moves up and down
with the drill string. See Rotary Head.

DM45SP/DMLSP
Torque
A turning or twisting force. A moment caused by force acting on an arm. A one pound force
acting on a one foot arm would produce one lb--ft of torque.
Tower
A tall, slender structure used for observation, signaling or pumping. See Derrick and Mast.
Term used to indicate the derrick on a blasthole drill.
Turning To The Right
Slang term for making hole.
Tram
A cable car or a four--wheeled open box in a coal mine. See Propel.
Trammed
To move in a tram.
Tramming
Process of moving a drill with the tower up from a completed blasthole to the location of the
next. See propelling.
Traveling Sheave Block
A series of sheaves, connected to the feed chains or cables, that are moved up and down the
derrick by the feed cylinders.
Twist Off
To twist a joint of pipe in two by excessive torque applied by the rotary head or rotary table.
~U~
UL88
The unloader valve that controls pressure and volume on a high--pressure compressor
system.
Undercarriage
The means of moving a track type vehicle . It contains the track frame, rollers, grousers, rock
guards, drive sprocket, propel motors and planetary drive.
Uphole Velocity
The speed (in feet per minute) that the cuttings travel out of the hole.
This is dependent on the bit size, the compressor size and the pipe size.

DM45SP/DMLSP
~W~
Washpipe
Hard surfaced steel tubes inserted in swivels to allow rotation of drill string and prolong life of
packing. They are replaceable in most swivels.
Water Table
The underground level at which water is found. See Static Level.
Water Well
A hole drilled for the purpose of obtaining potable water.
Weight On Bit
In rotary drilling, a specified weight is required on the bit for maximum performance. A gauge on
the console is calibrated to correspond to the drill string weight.
Whipstock
A device inserted in the well used for deflecting or directional drilling.
Wiggins Quick Fill
A Centralized Service Station that connects to various systems on the drill to allow remote
filling of engine oil, compressor oil and hydraulic oil.
Winch
A stationary hoisting machine having a drum around which is wound a rope.
Wiper, Pipe
An annular rubber disk for wiping drill pipe clean of cuttings when it is being withdrawn from the
hole.
Wire Rope
Rope made of twisted strands of steel wire. Also called Cable.

Atlas Copco Drilling Solutions, Inc
A Company Within the Atlas Copco Group
P.O. Box 462288, 2100 North First Street
www.atlascopco.com/drillingsolutions

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Atlas Copco

Operating, Safety and Maintenance Manual

Read this manual before operating or servicing this equipment.

This manual contains important safety information.

SECTION 1 -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1

1.1 -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--3

SECTION 2 -- SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1

2.1 -- SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3

2.2 -- SAFETY PRECAUTIONS AND GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5

Drilling Solutions 09/2005 Rev 001 i

MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--17

2.3 -- SAFETY DECALS & NAMEPLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--25

2.4 -- HAZARDOUS SUBSTANCE PRECAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--35

2.5 -- SYMBOL IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--37

SECTION 3 -- SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1

3.1 -- SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--3

ii 09/2005 Rev 001 Drilling Solutions

Drilling Solutions 09/2005 Rev 001 iii

OPTIONAL EQUIPMENT (continued)

SECTION 4 -- OPERATING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1

4.1 -- OPERATING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--3

iv 09/2005 Rev 001 Drilling Solutions

ENGINE FUNCTIONS PANEL (continued)

SECTION 5 -- OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1

5.1 -- OPERATING SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--3

Drilling Solutions 09/2005 Rev 001 v

5.2 -- WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--5

5.3 -- PRELIMINARY START INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--7

5.4 -- ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--15

5.5 -- COMPRESSOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--23

vi 09/2005 Rev 001 Drilling Solutions

5.6 --PROPEL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--25

5.7 -- DRILL SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--29

5.8 -- ROTARY DRILLING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--33

5.9 -- DHD DRILLING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--39

5.10 -- STOPPING, PARKING & SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--49

Drilling Solutions 09/2005 Rev 001 vii

5.11 -- TRANSPORTING THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--53

5.12 -- TOWING THE DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--57

5.13 -- SPECIAL CONDITIONS OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--61

SECTION 6 -- MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1

6.1 -- MAINTENANCE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3

6.2 -- MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--11

viii 09/2005 Rev 001 Drilling Solutions

6.3 -- FILL CAPACITIES/LUBRICANTS/FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--15

6.4 -- MAINTENANCE AS REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--29

Drilling Solutions 09/2005 Rev 001 ix

CABLE & WIRE ROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--38

6.5 -- MAINTENANCE (8--10 HOURS OR DAILY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--45

x 09/2005 Rev 001 Drilling Solutions

ROTARY TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--68

6.6 -- MAINTENANCE (50 HOURS OR WEEKLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--75

6.7 -- MAINTENANCE (100 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--83

6.8 -- MAINTENANCE (250 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--87

Drilling Solutions 09/2005 Rev 001 xi

ENGINE LUBRICATING OIL AND FILTERS (continued)

6.9 -- MAINTENANCE (500 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--109

xii 09/2005 Rev 001 Drilling Solutions

6.10 -- MAINTENANCE (1000 HOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--121