OPERATION AND MAINTENANCE MANUAL OPERATION AND MAINTENANCE MANUAL Publication No. 13xx, Rev. 0 Publication No. 13xx, Rev. 0

DPIN CHASSIS DPIN CHASSIS SINGLE BOOM SINGLE BOOM HYD/ELECTRIC DRILL HYD/ELECTRIC DRILL

SERIAL NO. 202XXXSERIAL NO. 202XXX

DPIN1HED DPIN1HED

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

Joseph DePotieText BoxDPIS-1-HEDJoseph DePotieText BoxSERIAL NO. 202839Joseph DePotieText Box* DPIS CHASSIS * PRB3-50 BOOM* HCF-16 FEED* HYDRAULIC TRAM* ELECTRIC/DIESEL DRILLJoseph DePotieText Box 2008OldenburgGroupIncorporatedAll rights reservedJoseph DePotieText BoxOPERATION AND MAINTENANCE MANUALJoseph DePotieText BoxPublication No. 1400, Rev. 0

REGIONAL SALES AND SERVICE CONTACTS

NORTHEAST: Sales: Donald Miller Mobile: (443) 975-9091 Service: Norm Bowley Mobile: (814) 935-0962 SOUTHEAST: Sales: Terry Robinette Mobile: (303) 638-4232 Service: Mike Finley Mobile: (615) 456-4465 Service: Jim Smith Mobile: (931) 267 8646 Service: Bill Debord Mobile: (931) 239-9926

Service: Barry Robinette Mobile: (606) 205-2882 MIDWESTERN: Sales Jim Bible Mobile: (573) 259-8329 Home Office: (573) 468-8329 Service: Matt (Glen) Jacobs Mobile: (309) 338-7294 Service: Mike Grant Mobile: (636) 575-5755

Service: Toby Crawford Mobile: (603) 289-0047 WESTERN: Sales: Ron Tyler Office: (775) 778-9234 Mobile: (775) 934-0856

CANADA: Sales: Brad Stewart Mobile: (705) 669-7839

Home Office: (705) 753-6334 MEXICO: Sales: Marcos Rosiles Tels. +52 (492) 925 1668 / 925 1679 Service Gustavo Sanchez R. Tels. +52 (492) 925 1668 / 768 6870 Mobile: +52 (492) 103 0838

Service Gabriel Rodriguez. Mobile. +52 (492) 105 2162 Service Manuel Reyes Mobile. +52 (492) 105 2172

DIRECTOR OF SERVICE: Tom Bellofatto Office: (603) 542-9548 Home Office: (603) 863-1700

Mobile: (603) 558-0496 DIRECTOR OF SERVICE - Pedro Oyarzun Office: (56) (72) 22 55 10 LATIN AMERICA: Fax: (56) (72) 22 40 00 MINING EQUIPMENT Stefan Gierko Office: (603) 542-9548 SERVICE MANAGER: Mobile: (603) 738-2255 MINING EQUIPMENT Debbie Borey Office: (603) 542-9548 PARTS MANAGER: Mobile: (313) 559-7375 MINING EQUIPMENT Bill Rhoades Office: (603) 542-9548 SALES MANAGER: Mobile: (603) 848-0794 Home Office: (603) 495-0041 MARKETING ADMINISTRATOR: Dave Sabalewski Office: (603) 542-9548

IF YOU HAVE ANY QUESTIONS REGARDING THIS PUBLICATION, PLEASE CONTACT US AT (906) 774-1500 OR VISIT US ON THE WEB AT WWW.OLDENBURGGROUP.COM

FOR PARTS & SERVICE ASSISTANCE:

CALL TOLL FREE (877) 243-7455

E-Mail: hardrockpartsandservice@oldenburggroup.com

DRILLING EQUIPMENT

WARRANTY AND LIMITATIONS OF DAMAGES

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

Tires, axle, gear box, and diesel engines, which are warranted to the purchaser by their respective Manufacturers (warranty attached).

Preventative maintenance or operating services including, but not limited to, consumables, ie. Heads, Filters, Hoses, Fittings, Lubricants, Lights, Fuses.

Repair and replacement due to normal wear and tear, misuse, abuse, neglect, accident or alterations not specifically authorized by Cannon Corporation.

Assemblies and components purchased from Cannon Corporation are included within this warranty, but will not be considered defective as units, and replacement will be limited to the individual part proven defective.

ITEMS THAT WILL VOID THIS WARRANTY ARE:

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

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

Limited Warranty on New Mercedes-BenzSeries OM300, OM400, OM500, OM600 and OM900 Engines Used In

Agricultural, Construction and Industrial Applications

Terms of Coverage:UsesThis warranty applies to the first retail purchaser and subsequentowners during the WARRANTY PERIOD of new DaimlerChrysler A.G.of Germany (referred to as Mercedes-Benz) Series OM300, OM400,OM500, OM600 and OM900 engines (referred to as Engine) manu-factured or supplied by DaimlerChrysler which are used inconstruction and industrial applications operated in the UnitedStates, Canada or Mexico and delivered on or after January 1, 1997.

DefectsThis warranty covers Engine REPAIRS to correct any malfunctionoccurring during the WARRANTY PERIOD resulting from defects inmaterial or workmanship.

RepairsTo obtain warranty repairs, you must request the needed repairswithin the WARRANTY PERIOD from an authorized Detroit DieselCorporation (referred to as DDC)* service outlet. Only new genuineparts or remanufactured parts or components supplied or approvedby Mercedes-Benz will be used. Mercedes-Benz may, at its discre-tion, replace rather than repair components. A reasonable time mustbe allowed to perform the warranty repair. Repairs will be performedduring normal business hours.

Warranty PeriodThe WARRANTY PERIOD begins on the date the Engine is deliveredto the first retail purchaser or put in use prior to sale at retail, which-ever date occurs first, and ends at the time limits shown below:

This Warranty Does Not Cover:Repairs Due To Accidents, Misuse, Storage Damage,Negligence or Certain ModificationsRepairs due to an accident, misuse, misapplication, storage dam-age, negligence or modification exceeding Mercedes-Benz specifi-cations, are not covered by this warranty.

Non-Mercedes-Benz Supplied/ManufacturedComponentsMercedes-Benz is not responsible for repair of components and/orassemblies which are supplied by another manufacturer, such aspower take-offs, intake and exhaust system. Such items may be cov-ered by the manufacturer or supplier.

MaintenanceMercedes-Benz is not responsible for the cost of maintenance orrepairs due to lack of performance of required maintenance serviceor the failure to use fuel, oil, lubricants and coolant meetingMercedes-Benz-recommended specifications. Performance ofrequired maintenance and use of proper fuel, oil, lubricants andcoolant are the responsibility of the owner. See the Operating Manualfor details.

Incidental or Consequential DamagesMercedes-Benz is not responsible for incidental or consequentialcosts or expenses which the owner may incur as a result of a mal-function or failure covered by this warranty, such as communicationexpenses, meals, lodging, overtime, towing, loss of use of the Engineor equipment (downtime), loss of time, inconvenience, cargo lossor damage, and other similar costs and expenses.

Other LimitationsThe performance of REPAIRS is the exclusive Owners remedy underthis warranty. Mercedes-Benz does not authorize any person toassume or create for it any other obligation or liability in connectionwith the Engine.

THIS LIMITED WARRANTY IS THE ONLY WARRANTY APPLICABLETO THIS ENGINE AS USED IN AGRICULTURAL, CONSTRUCTIONAND INDUSTRIAL APPLICATIONS. DAIMLERCHRYSLER A.G. OFGERMANY MAKES NO OTHER WARRANTIES EXPRESS ORIMPLIED, INCLUDING ANY IMPLIED WARRANTY OF MERCHANTABILITYOR FITNESS FOR A PARTICULAR PURPOSE. DAIMLERCHRYSLERA.G. OF GERMANY SHALL NOT BE LIABLE FOR ANY INCIDENTALOR CONSEQUENTIAL DAMAGES AS DESCRIBED ABOVE.

Some states do not allow the limitation of how long this warranty maylast or the limitation or exclusion of incidental or consequentialdamages, so the above may not apply to you. This warranty givesyou specific legal rights, and you may also have other rights whichmay vary from state to state.

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

Service SuppliesThe cost of service supplies such as coolant, oil and filters, which arenot reusable due to needed repairs is covered by this warranty.

Like Replacement EngineEngine(s) supplied by Mercedes-Benz or DDC as a replacement foran Engine still under warranty will assume the identity of the Enginebeing replaced and be entitled to the remaining warranty coverage.

Mechanics Travel ExpensesMercedes-Benz will pay reasonable travel expenses for the repairingmechanic to travel to and from the repair site.

Engine Removal And ReinstallationReasonable labor costs for engine removal and reinstallation, whennecessary to make a warranty repair, are covered by this warranty.

*In Canada, the reference is to Detroit Diesel of Canada Limited.

WARRANTY PERIODWarranty Limitations Repair Charge To Be

(Whichever Occurs First) Paid By OwnerItem

MONTHS ENGINE HOURS PARTS LABOR

Engine 0-24 3,000 No Charge No Charge

DaimlerChrysler A.G. of Germany70322 Stuttgart, Germany

ENGINE COVERAGEAGREEMENT ADJUSTMENT CHARGE TO BE

ENGINE COVERAGE LIMITATIONS PAID BY OWNERSERIES NUMBER YEARS HOURS PARTS LABOROM400,OM500,OM904,OM906,OM926,OM457

POWER PROTECTION PLAN AGREEMENTFOR MERCEDES-BENZ DIESEL ENGINES USED IN AGRICULTURAL,

CONSTRUCTION AND INDUSTRIAL APPLICATIONS

CONTENTS REFERENCEI. INTRODUCTION

II. KEY TERMS

III. PROVISIONSA. CONDITIONSB. COVERAGESC. COVERAGE LIMITATIONSD. CUSTOMER RESPONSIBILITIESE. GENERAL PROVISIONS

I. INTRODUCTIONThis Agreement describes the coverage provided under the Mercedes-BenzA.G. of Germany (Mercedes-Benz) Power Protection Plan.The coverage provided is applicable to the product(s) described in theAgreement Registration, a separate document.All eligible failures, as defined elsewhere in this Agreement, should beeported promptly to the Detroit Diesel Corporation (DDC) Distributor or

authorized Service Dealer from whom this Agreement was purchased or, ifmore convenient, to an authorized DDC service outlet.

II. KEY TERMSAGREEMENT The Power Protection Plan coverage will commencePERIOD: upon the expiration of the standard new product warranty

and shall extend to the time or hour limits, whichever occursfirst, specified in the coverage selection. Coverage time andhour limitations are measured from the date of delivery of theproduct to the first retail purchaser.

CUSTOMER: The person, organization or corporation named in the.

ELIGIBLE The Mercedes-Benz engine described in the AgreementPRODUCT: Registration. Products eligible for this coverage includes

Mercedes-Benz Series OM400, 500, 904, 906, 926 and 457engines used in agricultural, construction and industrialapplications operated in the U.S., Canada or Mexico andsold at retail.

FAILURE: Any original or Like Replacement Part covered by theAgreement that fails to perform in normal service due todefects in material or workmanship. Original or replacement parts that fail to perform as the result of wear-out are notincluded under this definition.

HOURMETER The hours recorded on an hourmeter (which has not beenHOURS: stopped or changed to lower hours from actual hours). In

the case of replacement engines or an hourmeter that isbroken, the actual hours on the engine is to be determinedfrom accurate and complete service records.

PARTS: Parts manufactured by, or for Mercedes-Benz and distri-buted by Mercedes-Benz or DDC.

QUALIFIED All engine parts except fuel system (i.e. injection pump,PARTS: high pressure fuel lines and nozzles), (i.e. accessories,

generator, alternator, starting motor, air compressor,hydraulic pump, vacuum pump), maintenance items,(i.e. crankshaft seals, water pump seals), and thereplacement of pistons, rings, and cylinder linersresulting from wearout.

20SE800 (0401) Printed in U.S.A.

III. PROVISIONSA. CONDITIONSMercedes-Benz A.G. of Germany. (Mercedes-Benz) will repair any defectiveor malfunctioning Qualified Part(s) of each Eligible Product, in accordancewith the Agreement Limitations and Adjustment Schedule applicable to thecoverage, as shown in Part B Coverages.

The Power Protection Plan provides only for conditions resulting from anyoriginal or Like Replacement Part covered by the Agreement that fails toperform in normal use and service due to defects in material or workmanship.

B. COVERAGESUnder the Power Protection Plan for Mercedes-Benz engines used inagricultural, construction and industrial applications, two (2) coverages areavailable.

Coverages are 100% parts and labor on Qualified Parts for up to three (3)years/4,000 hours, or four (4) years/6,000 hours. The time and hour limitationis determined by engine eligibility and coverage selection by the customer.

In addition, progressive damage to any engine part resulting from the failureof a Qualified Part is covered under this Plan.

Coverage also includes R&R labor and the replacement of service supplies(i.e., coolant, belts, and lubricating oil) which are not reusable due to acovered failure.

Mercedes-Benz will pay reasonable travel expenses for the repairingmechanic to travel to and from the repair site when such travel is required toperform a covered repair.

LIKE New genuine Mercedes-Benz parts or remanufacturedREPLACEMENT parts or components supplied or approved by Mercedes-PARTS: Benz that replace parts covered under this Agreement.

REPAIR: The correction by any DDC Distributor or authorized Service Dealer during normal working hours of a defect ormalfunction in an existing Mercedes-Benz Part, or thereplacement of that Part using new Parts or remanufactured parts supplied or approved by Mercedes-Benz.

34 3 4,000 NO CHARGENO CHARGE

46 4 6,000 NO CHARGENO CHARGE

MERCEDES-BENZ A.G.Agricultural and Construction/Industrial P3Power Protection Plan Agreement

C. COVERAGE LIMITATIONS1. The replacement of normal maintenance items as outlined in the

owners manual (such as filters, belts, hoses, air cleaners, and fluids) are not covered.

2. Performance of engine tune-up is not included in the coverage unlessrequired with the repair of a Qualified Part.

3. Coverage does not include parts not furnished by Mercedes-Benz, orparts furnished by any other manufacturer or equipment supplier as part of the original equipment. Examples of such parts may includeair cleaners, aircleaner ducting, radiator, radiator connections.

4. Coverage does not include progressive damage to any part,including Qualified Parts, resulting from a failure of a part not covered under this Agreement.

5. Failure due to accident, misuse, misapplication, storage damage, modification exceeding Mercedes-Benz specifications, negligence, lack of proper maintenance or the use of parts not approved by Mercedes-Benz is not covered under this Agreement.

6. Coverage does not include failure due to chemical corrosion and physical erosion.

7. Coverage does not include repairs or replacement of Qualified Parts performed by other than an authorized DDC service outlet, so as to affect adversely, in the judgment of Mercedes-Benz, its performance and reliability.

8. Failure caused by fire, theft, freezing, vandalism, riot, explosion,lightening, earthquake, windstorm, hail, water or flood is not covered under this Agreement.

9. Coverage does not include failure covered by a repairing outlets guarantee, communication expenses, loss of time, loss of use of the Engine or equipment, inconvenience, meals, lodging, overtime or otherconsequential loss that may result from a failure.

10. Cylinder liner, piston and piston ring failures attributable to wear-out are specifically excluded from this Agreement.The wear rate of parts in any engine, and especially those parts withinthe combustion area, will vary depending on operating conditions and environment. Conditions, such as load, quality of air, fuel, lube oil and lube oil filters bear a direct relationship to the wear rate and resulting life of parts.Depending upon the severity of these various conditions, parts wear and resulting failure could occur within the limitations of this coverage.

11. Coverage does not include transportation of equipment, crane rental or overtime.

12. Coverage does not include performance complaints (including but not limited to low power, poor fuel economy, excessive oilconsumption etc.) unless caused by the failure of a Qualified Part.

D. CUSTOMER RESPONSIBILITIES1. The owner is responsible for the performance of regular

maintenance services as specified in the applicable Operating Manual.

2. In the event of a failure, a customer must:

a. Use all reasonable means to protect the product from more damage.

b. Notify an authorized DDC service outlet, as soon as possible.c. Present proof of coverage to the authorized repairing outlet

(Agreement Registration form).d. Provide Mercedes-Benz with any information required. If

requested, the customer must provide Mercedes-Benz or DDCthe failed material for inspection.

E. GENERAL PROVISIONS1. This Agreement will terminate when the customer sells or loses

possession of the product.2. Power Protection Plan coverage which has been purchased at

retail by the original owner may be transferred to subsequentowners of the product. The coverage transferred is limited to the time remaining on the unused portion of the coverage. To determine eligibility for transfer refer to the Agreement Registration form.In cases where the coverage was originally purchased withouttransferability the coverage can be transferred for a fee of $250.00(U.S. $). The Agreement Registration, and forward the Agreement Registration directly to: Detroit Diesel Corporation, 13400 Outer Drive, West, Detroit, Michigan 48239-4001 Attn: Warranty Administration, P3 (A-5).

3. The previous owner shall transfer to the new owner, all availableservice records, repair orders and other such related documents.

4. This Agreement applies to a failure of Qualified Parts on eligible Mercedes-Benz engines operated in the U.S., Canada or Mexico.

5. Like Replacement Parts or engines used to repair or replace Qualified Parts under warranty or the Mercedes-Benz Power Protection Plan will assume the identity of the Parts or engine which were repaired or replaced and be entitled to the remainingcoverage, except as limited under Coverage Limitations (Sect. III-C).

6. Repairs under the terms of this Agreement will be performed during normal working hours at an authorized DDC service outlets place of business.

LIMITED PRODUCT WARRANTY

THE FOLLOWING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALLOTHER WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY,INCLUDING BUT NOT BY WAY OF LIMITATION, ANY WARRANT OFMERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE.

Company warrants to each original Buyer (Buyer) of Products manufactured by theCompany that such Products are, at the time of delivery to the Buyer, free of material andworkmanship defects, provided that no warranty is made with respect to:

(a) any Product which has been repaired or altered insuch a way, in Companys judgement as to affectthe Product adversely;

(b) any Product which has, in Companys judgement,been subject to negligence, accident or improperstorage;

(c) any Product which has not been operated andmaintained in accordance with normal practiceand in conformity with recommendations andpublished specifications of Company.

Any and all claims under the Limited Product Warranty must be submitted to Companywithin ninety (90) days after the date upon which the Product is claimed not to have beenas warranted.

Companys obligation under this warranty is limited to use reasonable efforts to repair or,at its option, replace, during normal business hours at any authorized service facility ofCompany, any Products which in its judgment proved not to be as warranted within theapplicable warranty period. All costs of transportation of Products claimed not to be aswarranted and of repaired or replacement Products to or from such service facility shall beborne by Buyer. Company may require the return of any Product claimed not to be aswarranted to one of its facilities as designed by Company, transportation prepaid byBuyer, to establish a claim under this warranty. The cost of labor for installing a repairedor replacement Product shall be borne by Buyer. Replacement parts provided under theterms of this warranty are warranted for the remainder of the warranty period of theProducts upon which they are installed to the same extent as if such parts were originalcomponents thereof. Warranty service provided under the Agreement do not assureuninterrupted operations of Products; Company does not assume any liability for damagescaused by and delays involving warranty service. The warranty period for the Products isas follows:

2000 hours or 12 months of service, whichever occurs first and which shall in nocase extend beyond 18 months from the date of original shipment by FunkManufacturing Company.

Last revised 05/98, per DOMESTIC AND INTERNATIONAL TERMS AND CONDITIONS OF SALE

Joseph DePotieRectangleJoseph DePotieRectangle

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TABLE OF CONTENTS

SECTION / NAME PAGE NUMBER

SAFETY ........................................................................................................................... i GENERAL INFORMATION.............................................................................................. 0-1

Component Serial Numbers.......................................................................................... 0-1 Customer Survey .......................................................................................................... 0-2 About Part Numbers...................................................................................................... 0-3 Glossary of Terms......................................................................................................... 0-4

OPERATION.................................................................................................................... 1-1

Theory of Operation ...................................................................................................... 1-2 Pre-Operation Inspection .............................................................................................. 1-16 Starting the Engine........................................................................................................ 1-17 Tramming (w/Brake Test).............................................................................................. 1-18 Set-Up for Drilling.......................................................................................................... 1-19 Inspect Drill Lubrication................................................................................................. 1-21 Drilling Procedures........................................................................................................ 1-23 Post-Operation .............................................................................................................. 1-26 Angle Indicator Set-Up.................................................................................................. 1-27

MAINTENANCE............................................................................................................... 2-1

Torque Values............................................................................................................... 2-2 Fluids and Filters........................................................................................................... 2-3 Maintenance Schedule ................................................................................................. 2-5 Chassis Service ............................................................................................................ 2-11 Parallel Roll Boom (PRB) Service................................................................................. 2-13 Hydraulic Cable Feed (HCF) Service............................................................................ 2-21 Drill Service ................................................................................................................... 2-41 Dual Caliper Brake Service ........................................................................................... 2-53 Hydraulic Drill Controls (HDC3) Service ....................................................................... 2-55 Cable Reel Service ....................................................................................................... 2-135

SCHEMATICS & DIAGRAMS.......................................................................................... S-1

APPENDIX (VENDOR MANUALS).................................................................................. V-1

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SAFETY

This Operation and Maintenance Manual contains the information necessary to safely operate, maintain, and troubleshoot your Oldenburg machine. Safe and efficient operation requires that the operator be familiar with the vehicle, understand its capabilities and follow the recommended operating procedures in this manual. New operators must be thoroughly trained by a skilled operator before attempting to operate this vehicle. This information must be reviewed and understood before attempting to operate this vehicle. Personnel shall be thoroughly trained and familiar with all documentation and safety precautions before attempting any procedure. In addition to all safety measures outlined in this manual, personnel shall adhere to all applicable practices and regulations. To maintain optimum performance from this equipment, any questions concerning this publication should be directed to the manufacturer.

RECOGNIZE SAFETY INFORMATION

This is the safety-alert symbol. When you see this symbol on your machine or in this manual, you must be alert to the potential for personal injury. Follow recommended precautions and safe operating practices.

UNDERSTAND SIGNAL WORDS

A signal word WARNING or CAUTION is used with the safety-alert symbol. WARNING identifies the most serious hazards. WARNING safety signs are located near specific hazards. General precautions are listed on CAUTION safety signs.

FOLLOW SAFETY INSTRUCTIONS

Carefully read all safety messages in this manual and on your machine safety signs. Keep safety signs in good condition. Replace missing or damaged safety signs. Learn how to operate the machine and how to use controls properly. Do not let anyone operate without instruction.

Keep your machine in proper working condition. Unauthorized modifications to the machine may impair the function and safety, and affect machine service life.

WARNING

CAUTION

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WEAR PROTECTIVE CLOTHING

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

PREPARE FOR EMERGENCIES

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

HANDLE FUELS SAFELY - AVOID FIRES

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

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HANDLE FLUIDS SAFELY - AVOID FIRES

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

STAY CLEAR OF ROTATING DRIVELINES

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

AVOID HOT PARTS

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

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PRACTICE SAFE MAINTENANCE

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

AVOID HIGH-PRESSURE FLUIDS

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

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WORK IN WELL VENTILATED AREA

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

USE PROPER LIFTING EQUIPMENT

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

DISPOSE OF WASTE PROPERLY

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

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HANDLE CHEMICALS SAFELY

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

CHOCK THE WHEELS

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

DRILL OPERATION

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

CHOCK WHEELS BEFORE PERFORMING ANY

MAINTENANCE

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GENERAL INFORMATION UNIT SERIAL NUMBER: 202839

EQUIPMENT

MANUFACTURER

MODEL NUMBER

SERIAL NUMBER

Rotary Actuator Helac L30-95-S-RL-360-I1-C-H 433168

Drill Oldenburg Group Incorporated

202789

Tire (Left Front) Goodyear Y8DW3H1360

Tire (Right Front) Goodyear Y8DW3H90608

Tires (Right Rear) Goodyear Y8DW3H90390

Tires (Left Rear) Goodyear Y8DW3H90518

Drive Axle (Front) John Deere YZ19421 PEAG250244072

Drive Axle (Rear) John Deere YZ17331 PEAG250243949

Drop Box Dana/Spicer 302/338 K-ITA-726599

Main Pump MHP330C478BNAB12 FG080860155

Tram Pump Sauer Danfoss 9422407 A-08-25-13923

Tram Motor Sauer Danfoss 5084182 N074305088

Diesel Engine Mercedes Benz A0434471040 OM904LAE3A/1-00

Hose Reel Cox Reels HP-N-150 20071101 1107

Electric Motor Louis Allis 08-2600-013

Air Compressor Sullair 2465430

Brake Intensifier 800880 20938/VC108

Pressure Filter (P1) Schroeder KF501K235D5 CW

Pressure Filter (P2) Schroeder KF501K235M510 CBLL

Water Oil Cooler Young Touchstone RFF518S012PN SCI1

Electric Driven Hydraulic Pump (Main Electric Motor)

7KNAB10-IKNAB07 F5080860161

Electric Driven Hydraulic Pump (Powerfill)

Dyna T-426 C0830962

Exhaust Muffler Engine Control Systems A17-0313 B105043

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GLOSSARY OF TERMS

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OPERATION

SECTION / NAME PAGE NUMBER

Theory of Operation ......................................................................................................... 1-2 Pre-Operation Inspection ................................................................................................. 1-16 Starting the Engine .......................................................................................................... 1-17 Tramming (w/Brake Test) ................................................................................................ 1-18 Set-Up for Drilling............................................................................................................. 1-19 Inspect Drill Lubrication.................................................................................................... 1-21 Drilling Procedures........................................................................................................... 1-23 Post-Operation................................................................................................................. 1-26 Angle Indicator Set-Up..................................................................................................... 1-27

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THEORY OF OPERATION

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

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Solenoid valve: A device that controls direction of oil flow by means of electric control. Solenoid Controlled Relief Valve (#s 11 &20): an Integrated circuit block that contains a relief valve and solenoid actuated directional valve whereas when an electrical input is applied to the solenoid, the cartridge shifts allowing pilot oil to act on the relief cartridge. Flow Control: A device that meters the volume of oil in a hydraulic circuit. Orifice: A flow control that is non adjustable Needle valve: An adjustable flow control. Check Valve: A device that allows oil to flow freely in one direction but prevents flow through it in the opposite direction. Double Pilot Check valve: An IC block that contains two check valve cartridges that open via pilot signal, used to hold a function in place. The two lines to a function are hosed in parallel, through the IC Block, the block is ported so that pilot pressure from one side acts on the check valve of the other side, opening the valve, and vice versa. Dual Over-center Valve: An IC block that is similar in function to the Double Pilot Check, but adds a relief to the pilot circuit for better positive control of the speed of the function. This provides more finite control feel for the operator and added protection against inadvertent movement of the function if a hose was to fail. Also known as a Dual Counterbalance Valve. FUNCTIONAL DESCRIPTION Refer to the HDC-3 Service section for more specific descriptions of components discussed in the following paragraphs. These descriptions include generic references, please refer to the correct Drill Circuit Schematic for your particular machine. Pump Circuit Hydraulic oil from the hydraulic tank is passed to the pump via two suction lines. The hydraulic tank contains magnetic suction strainers to prevent metal debris from being ingested by the pump. The pump is powered mechanically either by a diesel engine or electric motor, both of which turn the pump at approximately 1800 RPMs. The hydraulic pump then splits the flow of oil from both suction ports internally into three separate pressure sections. Each section is a gear type pump independent of the others, and connected together via drive shafts. Each section is dedicated to providing oil to a different function of the overall circuit, and generally is called by the name of the sub circuit it provides oil to; P1, P2 or P3. The P1 Section supplies oil to the Hammer (Percussion) Circuit and is only used while drilling, in High or Full Hammer. The P2 Section is the workhorse of the system, and provides flow to the Hammer and Feed Circuits while drilling, and provides flow to the Boom and Jack circuits while positioning the machine in preparation to drill. This is also the largest pump section and provides the most volume. (Cont.)

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The P3 Section supplies oil to the Drill Rotation circuit and optional hydraulic driven components like the Cooler Fans, Air Conditioning Compressor and Water Pump, which are plumbed in series to the Rotation IC Block. Once the pump increases the volume of oil, oil is sent out to the individual sub circuits. Oil sent to P1 and P2 and is passed through independent pressure filters, to ensure no contamination enters the Hammer IC Block and ultimately the Hammer. P3 oil is not filtered as the components in that circuit are primarily Motors that are less susceptible to failures as a result of contamination. NOTE: The pressure filters contain an internal bypass for safety that crack when the differential pressure between the filtered and unfiltered sides of the housing reaches 50 PSI. This safety prevents plugged filters from preventing oil flow and dead heading the pump. It is critical that filter elements are changed immediately when the indicator (mechanical or electrical) shows they are plugged, to prevent the possibility of contamination to pass through the system and damage major components and invoke costly repairs. P1 Circuit Once the P1 oil passed through the pressure filter and is cleaned, it is sent to the Hammer IC Block and enters at the port marked P1. The Hammer IC block is ported internally to provide paths for the oil to travel and be acted upon by the various cartridges as required. Each external port on the Block is stamped with letters that correspond with port labels on the schematic. Once inside the IC block the path of oil reaches the P1 Main Relief cartridge (#1A). The P1 Relief cartridge protects the P1 section from over pressurization and is set between 3200 and 3500 psi, depending on the application. Upon reaching the set pressure, excess oil is passed through the relief cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC SCHEMATIC FOR THE PARTICULAR MACHINE FOR SETTING VALUES! There is also the P1 gauge port (P1G) that is teed into the main line and is provided for the purpose of observing the operating pressure of that section. Downstream of the P1 Relief, oil is split into three paths: the first path travels through a Check valve (#5) to the Hammer valve(#6); the second path travels to the Hammer Shift, Full Power cartridge (#2A), then to tank, depending on what state the cartridge is in; the third path directs oil through the Hammer Collar Adjust cartridge (#4), to the Hammer Shift, Collaring cartridge (#2B), then to tank, depending on what state the cartridge is in. The Check cartridge (#5) is installed in the P1 circuit to prevent high pressure P2 oil from traveling back to tank through the P1 circuit while not drilling, as the two circuits are teed together prior to the Hammer valve (#6). In their normal states (With NO Feed Pressure) both the Hammer Shift, Collaring (#2B) and the Hammer Shift, Full Power (#2A) cartridges allow P1 oil back to tank. These are identical cartridges and can be interchanged between themselves. Upon Feed pressure actuation, a pilot signal is sent from the Feed IC Block (to be discussed later in more detail) through the PH port into the Hammer IC Block. If the Feed Pressure is less than 800 psi but greater than 80 psi (in Collaring mode), the Hammer Shift Adjust cartridge (#3) will remain in its normal state, blocking the path to the Hammer Shift, Full Power cartridge (#2A) AND act on the Pilot of the Hammer Shift, Collaring cartridge (#2B) to shift that cartridge, blocking the path of P1 oil through that cartridge to tank, at the same time forcing P1 oil simultaneously to the Check valve (#5) on to the Hammer valve(#6) AND through the Hammer Collar Adjust cartridge (#4).

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The volume of P1 oil flow to the hammer is now regulated by the Hammer Collaring Adjust cartridge (#4), back to tank at a preset volume, effectively reducing the impact power of the hammer while in collaring mode. All flow not passed to tank through this process is passed on to the hammer through the Check valve (#5) and Hammer valve (#6). Once the Collaring switch is turned off, Feed pressure increases to Full Drill. Pilot pressure at PH port increases over 800 psi, which shifts the Hammer Shift Adjust cartridge(#3), allowing pilot oil to act on the Hammer Shift, Full Power cartridge (#2A) and shift the cartridge to block the flow of oil to tank through it. At the same time, pilot oil also acts on the Hammer Shift, Collaring cartridge (#2B) shifting that cartridge, blocking the flow of oil to tank through it. P1 oil, at full volume, is now directed through the Check Valve (#5) to the Hammer valve (#6) on to the Hammer. P2 Circuit The P2 Circuit is slightly more complicated than the P1 circuit, as it is serving multiple purposes. Once the P2 Oil passes through the pressure filter and is cleaned, it enters the P2 Port of the Hammer IC Block (#6). As with P1, the first component the oil meets is the P2 Main Relief cartridge (#1B). Both P1 and P2 main Relief cartridges are the same, and interchangeable, along with the P3 Main relief and Feed Main Relief. The P2 Main Relief cartridge (#1B) protects the P2 Section from over pressurization and is set between 3200 and 3500 psi depending on the application. Upon reaching the set pressure, excess oil is passed through the relief cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC SCHEMATIC FOR THE PARTICULAR MACHINE FOR SETTING VALUES! The P2 Port is tapped into to supply Pilot oil for the Feed Circuit through the pilot pressure port (PP) and is also tapped to supply the P2 Gauge port (P2G). Downstream of the main relief, the path of oil gets divided into 4 different directions. The first path draws from P2 oil to supply the pilot oil for the X port pilot supply and supplies oil to port 1 of the Feed Flow Regulator cartridge (#10). The second path forces oil across both the Feed Flow Adjust cartridge (#7) and the Feed Flow Orifice (#12) then on through Port 4 of the Feed Flow Regulator Cartridge (#10) out port 3, then on to the Feed port of the Hammer IC Block to provide Oil supply to the Feed Circuit (to be discussed in more detail in the future). The Third and Fourth paths originate from the P2 supply and split the oil further to supply extra flow to the Feed circuit across the Feed Retract Orifice (#8) when the Hammer-Feed Flow Shift cartridge (#9) is in its neutral state (In Feed Retract mode- with no pilot pressure on port PF), AND supplies the pilot portion of the Feed Flow Regulator cartridge (#10). We will discuss this in more detail, starting with the action of the Feed Flow Regulator. The Feed Flow Regulator is a priority type, pressure compensated flow control that maintains a priority flow of oil to the Feed circuit regardless of the operating pressure of the Feed system. This cartridge constantly modulates the spool between its paths to maintain a fixed volume of oil from port 4 of the cartridge to port 3, as determined by the combination of the Feed Flow Orifice (#12) and the Feed Flow Adjust cartridge (#7), which is usually 2-5 GPMs while drilling. The regulator accomplishes this by monitoring the differential pressure of the P2 source oil to act on one side of the cartridge (shown at the bottom of the cartridge on the schematic) and the pressure downstream of the Feed Flow Adjust cartridge (#12) and Feed Flow Orifice (#7) in combination with a spring at a fixed tension value (shown on the top side of the cartridge in the schematic), and shifting the cartridge accordingly. All oil not used to maintain the Feed circuits supply is then passed through Port 1 of the Regulator through Port 2 then on to the Hammer Valve (#6).

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

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

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

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

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P3 circuit The P3 circuit is primarily used to power the Hammers rotation function, but is also used to power the hydraulic driven cooling fan, and sometimes, the hydraulic driven water pump (on Water Flushing machines) and the hydraulic drive Air Conditioning compressor if used. Hydraulic Driven Cooling Fan Motor circuit

Oil comes from the P3 section of the main hydraulic pump (#3) and is sent to the hydraulic oil cooling fan motor (#8) and its associated relief valve (#9). Those two components are plumbed in parallel to each other to provide a means to continue the flow of P3 oil to subsequent uses. The relief valve is used to create resistance (back pressure) to force the flow of oil through the hydraulic motor and can be used to control the fan Speed, the higher the relief valve pressure setting, the faster the fan motor will spin. Generally, with the relief valve set at 600 psi as read on the gauge port at the relief valve, the fan motor spins at approximately 2900- 3000 RPMs. Once leaving the oil cooler motor and relief, P3 oil then makes its way on to either any optional devices like the hydraulic drive water pump circuit (#s 20 &21) or the hydraulic driven Air Conditioning Compressor circuit (not shown). For purposes of discussion, we will assume there is a water pump on the machine. Hydraulic Driven Water Pump circuit The Hydraulic Driven Water Pump circuit consists of a hydraulic motor (#21) and a Solenoid Actuated Relief Valve assembly (#20). Both components are plumbed in parallel to each other but are in series to the hydraulic cooler fan motor and the Rotation IC Block (#5). The Solenoid Activated Relief Valve Assembly (#20) function similarly to the Relief Valve for the hydraulic driven oil cooler fan motor, but has the added advantage of being able to turn the flow to the pump and motor off when not required. P3 oil reaches the Solenoid Actuated Relief Valve (#20) and Hydraulic Motor (#21) simultaneously. Once energized by actuation of the Rotation Switch in the cab, and given proper Water Inlet Water Pressure (>50 psi), the solenoid energizes shifting the cartridge of the valve assembly. The cartridge closes, blocking the flow through the cartridge, to act on the pilot area of the relief valve which forces the relief valve to block the flow downstream, creating back pressure to force the required oil to spin the hydraulic motor at its desired speed. Generally, the Relief valve setting is 800-900 psi which equates to 2800-300 RPMs at the motor, which translates to 15 GPMs of water pump output for a single boom drill and 30 GPMs output for a two boom. It is important to note that the value shown on the print is actually a differential pressure measurement, whereas if a gauge was installed at the Relief valve to check pressure, you would observe 1400-1500 psi on the gauge. You have to subtract the gauges pressure minus the pressure setting of the hydraulic cooler fan motor relief to know what the Water Pump relief is set at. This is also known as Pressure Stack-up. Then the oil goes to the Rotation IC Block. Rotation IC Block (#5) P3 oils ultimate job is to provide the force to turn the Hammers Rotation components, and controlling that function is the job of the Rotation IC Block. This is the simplest IC Block in the Drill Circuit. There are only four components in the block: the P3 Main Relief cartridge (#1), the Rotation Flow Adjust cartridge (#2), two Rotation Flow Regulator cartridges (#3A &3B), and the Rotation Valve (#4). P3 Oil enters the Rotation IC Block and reaches the Main Relief cartridge (#1), which is the same cartridge as the P1, P2 and Feed main relief cartridges. They are all interchangeable. The Main Relief cartridge (#1) is set at 2000psi and allows excess pressure to pass to tank, protection the circuit.

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A pilot supply is tapped off the P3 gallery as well, which supplies the RP port with oil for the RTC circuit discussed earlier. From the Main relief cartridge, the oil is teed off to go to either the Rotation valve (#4) or to go into the gallery for the Rotation Flow control circuit. The rotation flow control circuit provides us the ability to have two speeds of motion for the drill steel and is controlled by Feed pressure signals. When the hammer is idling or coming out of the hole, the rotation speed of the drill is reduced to prevent the steel from whipping around when it clears the hole. This is accomplished by the use of the Rotation Flow Adjust cartridge (#2) and the first of the two Rotation Flow Regulator cartridges. With the Rotation Flow Adjust cartridge (#2) set at Full out, pressure upstream of that cartridge acts on the pilot of the first Rotation Flow Regulator cartridge (#3A) so that as the Rotation pressure increases, the cartridge begins to shift closed, blocking the flow to tank through the cartridge. This cartridge fluctuates from opened to closed, as the pressure changes, to regulate a constant flow to the Rotation Motor of the Hammer. Once Feed pressure is applied, the second Rotation Flow Regulator cartridge (#3B) is shifted closed by a signal from the Feed through the FP port. All remaining oil is then set out to the Rotation Valve (#4), which is an Open Center, Solenoid Actuated, Pilot Operated, 3 position, 4 way directional valve that controls the direction of rotation of the Hammers hydraulic motor. It is controlled by a switch in the cab. In Neutral or Off, oil from P3 passes through the valve back to tank. If the Rotation Forward switch is powered, the valve shifts so oil flows from P to A, sending oil to the Rotation pressure lines allowing the motor to turn forward, or Counter Clockwise, using conventional R or T threaded Drill steel. If the Rotation Reverse switch is energized, oil flows from P to B, pressurizing the opposite line of the motor, which we use to unscrew the drill steel. There are two separate sections of the Rotation Valve assembly, the Main spool section and the Pilot spool section. The Pilot section receives pilot oil through the X port of the Main spool section of the valve which is drawn off the P2 Portion of the Hammer IC block. The X port in the Pilot section becomes the Pressure supply P of the pilot section. When either the Forward or Reverse Solenoids energize, the Pilot spool shifts, to allow X port pressure to pass to either the A or B ports of the Pilot section. The oil is then used to shift the Main spool in the appropriate direction. All returning oil from the motor comes back through the Rotation Valve back through the Rotation IC Block, combining with any oil dumped through the main Relief or the Rotation Flow Regulator cartridges and exits the block through one common tank line that goes to the Return Manifold (#14). Return circuit The Return circuit is comprised of Tank lines and Drain Lines (or Case Drains). Tank Lines from all circuits return to the Return Manifold for collection prior to moving into the Return Filter in the Hydraulic Tank. All Case Drains Return to the top of the Hydraulic Tank, as Case Drain Lines are subject to pressure spikes if connected to the return manifold, which could cause damage to the drained components by over pressurization. The return Manifold can see pressures of 10-40 psi. Generally Case Drain pressures are not to exceed 10 psi, or seal blow outs can occur. The exception is the Tram Pump and Motor, which due to the size of the lines, returns through the Return Manifold. The Hammer Drain line runs into the top of the hydraulic tank, through a regulator (#2). This regulator is used to maintain the appropriate amount of backpressure in the Hammer, to keep the seals in the Hammer positive. The Hammer Drain pressure should be 10 psi lower than the Drill Lubricator air pressure, which is optimal for minimized leakage across the seals.

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

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

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

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