ma-0005 international equipment inspection and frequency guideline_rev2_full manual

8/13/2019 MA-0005 International Equipment Inspection and Frequency Guideline_Rev2_full Manual

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Title:International Equipment InspectionProcedures & Frequency Guideline2009

Type: Inspection Manual

Engineering, Procurement, & Construction

Author: EPC Doc#: MA-0005 Rev 2

http://enet/epc/Approved%20and%20Released%20Documents/Forms/AllItems.aspx

INTERNATIONALEQUIPMENT INSPECTION

PROCEDURES& FREQUENCY GUIDELINE

2009

Ensign Energy Services - EPC2000 – 5th Street

Nisku, Alberta T9E 7X3

Detail Prepared Checked Approved Issue date Rev no

Issued for Approval EPC Not Approved Sep 23, 09 0

Formatting Changes EPC Paul Meade-Clift Nov 04, 09 1

Updates: PR-0081, 84, 85, 86, 96,101,103; FM-0056, 57, 62. Addition: SP-0017.

Remove: FM-0058EPC Paul Meade-Clift Jul 13, 10 2



http://enet/epc/Approved%20and%20Released%20Documents/Forms/AllItems.aspx

INFORMATION CONFIDENTIALITY

The information contained within the ENSIGN ‘Equipment

Inspection Procedures & Frequency Guideline’ is to be

considered confidential and proprietary to ENSIGN and any

unauthorized disclosing, copying, distributing or taking any

action in reliance on the contents of this information is strictly

prohibited.

This manual is the property of ENSIGN and shall be returned

when requested to do so.







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INDEX

GENERAL Document #

Equipment Inspection Frequency PR-0110_Rev1 API Recommended Practice Summary PR-0109_Rev1

PROCEDURES

ADR Hoist Chain ADR™ Hoist Chain System Inspection PR-0081_Rev1

BOP Blowout Preventer Category III Inspection PR-0082_Rev1

Blowout Preventer Category IV Inspection PR-0083_Rev1

Bridle Line Bridle Line Assembly Inspection PR-0084_Rev1

Derrick Derrick Category III Inspection PR-0085_Rev2

Derrick Category IV Inspection PR-0086_Rev2

Doghouse Doghouse Raising System Category III Inspection PR-0087_Rev1

Doghouse Raising System Category IV Inspection PR-0088_Rev1

DrawworksBrakes Drawworks Main Brakes Inspection PR-0089_Rev1

Drilling Line Drilling Line Inspection PR-0100_Rev1

Drilling Line Slip and Cut PR-0101_Rev2

Fifth Wheel Pin Fifth Wheel Pin Inspection PR-0090_Rev1

Floating Crown Floating Crown Category III Inspection PR-0102_Rev1

Hook & Block Hook and Block Category IV Inspection PR-0103_Rev1

Iron Derrickman Iron Derrickman Category III Inspection PR-0104_Rev1

Iron Roughneck Iron Roughneck Category III Inspection PR-0105_Rev1

Jarring Jarring Rules of Thumb PR-0106_Rev1

Pipe Arm Pipe Arm Category III Inspection PR-0107_Rev1

Substructure Substructure Category III Inspection PR-0091_Rev1

Substructure Category IV Inspection PR-0108_Rev1

Swivel Swivel Category III Inspection PR-0092_Rev1

Swivel Category IV Inspection PR-0093_Rev1

Tongs Manual Tongs Category III Inspection PR-0096_Rev2

Top Drive Top Drive - Tesco 250HMI Category III Inspection PR-0094_Rev1

Top Drive - Tesco 250HMI Category IV Inspection PR-0095_Rev1

Top Drive - Varco TDS10S Category III Inspection PR-0097_Rev1

Top Drive - Varco TDS10S Category IV Inspection PR-0098_Rev1

Wellsite Wellsite Annual Inspection PR-0099_Rev1







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INDEX

CHECKLISTSAND RECORDS Document #

ADR Hoist Chain ADR Hoist Chain Inspection Checklist FM-0055_Rev1

Bridle Line Bridle Line Inspection Checklist FM-0056_Rev1

Derrick Derrick Inspection and Dropped Objects Checklist FM-0057_Rev2

Derrick Equipment Specification SP-0017_Rev1

Doghouse Doghouse Raising System Inspection Checklist FM-0059_Rev1

DrawworksBrakes Drawworks Main Brakes Inspection Checklist FM-0060_Rev1

Engines Engines 'C' and 'D' Checklist FM-0067_Rev1

Equipment Equipment Annual Inspection Record FM-0061_Rev1

Equipment Inspection Record FM-0062_Rev2

Fifth Wheel Pin Fifth Wheel Pin Annual Inspection Checklist FM-0063_Rev1

Floating Crown Floating Crown Inspection Checklist FM-0068_Rev1

Iron Derrickman Iron Derrickman Inspection Checklist FM-0069_Rev1

Pipe Arm Pipe Arm Inspection Checklist FM-0070_Rev1

Substructure Substructure Inspection Checklist FM-0064_Rev1

Swivel Swivel Inspection Checklist FM-0065_Rev1

Tongs Manual Tongs Inspection Checklist FM-0066_Rev1

Wellsite Wellsite Annual Inspection Checklist FM-0071_Rev1

Wellsite Certification/Safety Requirements SP-0010_Rev1



INSERT TAB TITLED:

GENERAL



Title: Equipment Inspection Frequency Type: Inspection Procedure

Engineering, Procurement, & Construction Author: EPC Doc#: PR-0110 Rev 1

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EQUIPMENT INSPECTIONFREQUENCY




Issued for Approval EPC Paul Meade-Clift Not approved Oct 07, 09 0

Issued for Approval EPC Paul Meade-Clift Nov 04, 09 1



Title: Equipment Inspection Frequency Type: Inspection Procedure



6.0 Equipment Covered by Guidelines

6.1 Blowout preventer: Follow API 53.

6.2 Bridle lines: Follow API RP 4G, and use the Bridle Line Inspection Checklist.

6.3 Derrick: Follow API RP 4G (includes all mast components, including the crown). Oneexception is the telescopic double wishbone raising system, which must be inspected bya qualified NDT technician every 6 months. Use the Derrick Inspection Checklist forderrick (mast) inspections.

6.4 Link adapters: Follow API RP 8B for elevators.

6.5 Overhead equipment: Follow API RP 8B. This inspection includes the block, hook,swivel, power swivel, bails, Becket, and elevators. Note that elevators have a reducedinspection frequency, and Web Wilson hydra-hooks require certification every 6 months.Use the Swivel Inspection Checklist for swivel inspections.

6.6 Substructure: Follow API RP 4G. No exceptions required. Use the SubstructureInspection Checklist for Category III and Category IV inspections.

6.7 Top drive: Follow inspection procedures in this guideline for the appropriate make andmodel.

6.8 Non-API Frequencies

6.8.1 ADR™ hoist chain: This inspection includes hoist chain, sheave, and mountingblock. Use the ADR™ Hoist Chain Inspection Checklist.

6.8.2 Brake linkage: Use the Drawworks Main Brakes Inspection Checklist, which liststhe minimum items that must be evaluated, and the Equipment Category IIIInspection Record when inspecting the brake linkage. Note that the Category III

inspection requires field NDT, and a Category IV inspection is required every 5years.

6.8.3 Fifth wheel pin: An annual inspection is required. Use the Fifth Wheel Pin Annual Inspection Checklist.

6.8.4 Tongs: Follow the Manual Tong Category III Inspection Procedure. Noexceptions required. Use the Manual Tong Inspection Checklist for tongsinspections.

6.8.5 Wellsite: An annual inspection is required. Use the Wellsite Annual InspectionChecklist and the Wellsite Annual Inspection Procedure. Note: Local buildingregulations may require additional documentation or inspection.

7.0 ASSISTANCE

7.1 Please contact Engineering with any questions or to obtain assistance with theseinspections.



Title:API RecommendedPractice Summary

Type: Inspection Procedure



API RECOMMENDEDPRACTICE SUMMARY




Issued for Approval EPC Paul Meade-Clift Oct 07, 09 0

Rev # Change EPC Paul Meade-Clift Nov 04, 09 1







1.0 API RP 4G: MAST INSPECTION AND CERTIFICATION

LEVEL DAILY RIG UP1

MONTH3

MONTH6

MONTH1

YEAR2

YEAR5

YEAR10

YEARDOCUMENTATION

I X Not required

II X Tour sheet

IIIX

Equipment file

IV X Equipment file

2.0 API RP 4G: SUBSTRUCTURE INSPECTION AND CERTIFICATION

LEVEL DAILYRIGUP

1MONTH

3MONTH

6MONTH

1 YEAR

2 YEAR

5 YEAR

10 YEAR

DOCUMENTATION

I X Not required

II X Tour sheet

III X Equipment file

IV X Equipment file







3.0 API RP 8B: HOISTING EQUIPMENT INSPECTION AND CERTIFICATION

EQUIPMENT DAYS MONTHS YEARS

1 7 1 3 6 1 2 5 10

Crown-blocksheaves andbearings

I II III IV

Drilling hooks (otherthan sucker-rod

hooks)I II III IV

Travelling blocks,hook block, andblock-to-hook

adapter

I II III IV

Connectors and linkadapters

I II III IV

Tubing hooks and

sucker-rod hooksI II III IV

Elevator links I II III IV

Casing elevators,tubing elevators, drillpipe elevators, anddrill-collar elevators

II III IV

Sucker-rod elevators II III IV

Rotary swivel-bailadapters

I II III IV

Rotary swivels I II III IV

Power swivels I II III IV

Power subs I II III IV

Spiders, if capableof being used as

elevatorsI II III IV

Dead-line tie-down/wireline

anchorsI II III IV

Drill-string motioncompensators

II III IV

Kelly spinners, usedas hoistingequipment

I II III IV

Riser- and wellhead-running tools, used

as hoistingequipment

II III IV

Safety clamps, usedas hoistingequipment

II IV







4.0 API RP 53: DRILLING BLOWOUT PREVENTER INSPECTION AND CERTIFICATION

EQUIPMENT DAILY WEEKLYINSTALLATION ORPRESSURE TEST

THREE–FIVE YEARS

Blowout preventers I N/A III IV

NOTE: If the blowout preventer be subjected to an uncontrolled flow, pressure in excess of the manufacturer’srating, a sour fluid exposure (when the equipment is not qualified for sour service), or significant well-controloperations, the Category IV inspection described in this guideline is recommended before the BOP isreturned to service.

5.0 NON-API PRACTICES

EQUIPMENT DAILY WEEKLY 6 MONTHEXPIRY(YEARS)

INSPECTIONDOCUMENT

Tele-doublewishbone derrickraising system

Before raiseand lower

III 1 API RP8G/EESI

Hoist chains(ADR™)

I II III IV (5)EESIprocedure

Doghouse raisingsystem

Before raiseand lower

III IV (5)Preliminaryschedule

Pipe arm I II III IV (2)Preliminaryschedule

Tongs I II III IV (2) RP 5.0 andNIS-00-057-E

Fifth wheel pin Before move Annual 1

EESIprocedure(Transportreq.)

Brakes (drum) I II III IV (5)EESIprocedure



INSERT TAB TITLED:

PROCEDURES



INSERT TAB TITLED:

ADR Hoist Chain



Title:ADR™ Hoist ChainSystem Inspection




ADR™ HOIST CHAIN SYSTEMINSPECTION PROCEDURE




Issued for Approval EPC Paul Meade-Clift Sep 23, 09 0

6.1.3: 3% now 1.5%; Addition 7.6.3 EPC Jim Evenson Paul Meade-Clift Jun 25, 10 1







1.0 PURPOSE

This procedure describes a method for evaluating an ADR™ hoist chain system. This inspectionis critical for the safe, efficient operation of an ADR™.

2.0 SCOPE

This inspection covers all components of an ADR’s hoist chain system. The ADR™ useshydraulic cylinders and chains in place of the conventional wire rope and drawworks system. Thehoist chains on an ADR™, which are roller chains, replace a driver sprocket with an idler sprocketthat is moved by hydraulic rams. The hydraulic cylinders distribute an equal load on both sides ofa large, non-drive, or idler, sprocket mounted on a floating crown. The chain is tensioned on bothsides, and there is no chain sag. The tension of the chain is directly related to a constant loadfrom the weight of the top drive and its attached load.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Schedule or perform the hoist chain inspection.

3.1.2 Obtain a quick reference chain gauge from Ensign EPC.

3.1.3 Follow the instructions in this document. In particular, check the chain links in anumber of places, inspect the sprockets for wear, and inspect the mountingblocks.

3.1.4 Have a magnetic particle inspection (MPI) performed on the mounting blocks(see section 7.6.2 for an explanation).

4.0 RECORDS

4.1 Fill out an ADR™ Hoist Chain Inspection Checklist and an Equipment Category IIIInspection Record.

4.2 Send one copy of each document to Asset Management or a records coordinator.

4.3 Keep hard copies of completed inspection records in the rig files.

4.4 A file with the maintenance and repair history of each major piece of equipment shouldbe maintained by serial number. This file should follow the equipment when it istransferred.

5.0 SAFETY PRECAUTIONS AND HAZARD WARNINGS

5.1 The hoist chain can only be properly inspected when the mast is in a vertical position.Therefore, proper fall protection (e.g., SRL, full-body harness, tie-off lanyards) must beused when working 10 feet (3 m) or more above the ground or when a fall from a lowerheight involves an unusual risk of injury. Tie-off points must be able to support the forceof fall arrest (5,000 lbs).

5.2 Use the lock-tag-try system to prevent the unintentional or mistaken operation of a powersource.

5.3 Proper PPE, especially a hard hat, work boots, and safety glasses, must be wornthroughout this inspection.







6.0 REPLACEMENT CRITERIA

6.1 The chain must be replaced when any one of the following four conditions exist:

6.1.1 Evidence of turned pin(s) OR

6.1.2 Material loss on chain (pins/plates/rollers) OR

6.1.3 Elongation over 1.5% OR

6.1.4 Chain slipping over sprockets

7.0 INSTRUCTIONS

7.1 Chain Link Failure

7.1.1 Chains do not stretch like elastic bands; extra length is created when pins andbushings become worn (see Figure 1).

7.1.2 Typically chains are replaced as a result of wear rather than failure, which onlyhappens in extreme situations.

7.1.3 The tension created by a load applied to a chain in service should never exceedone-sixth (1/6

th) of the roller chains ultimate tensile strength (UTS).

7.1.4 The rate of wear depends on the relationship between the load and the amountof bearing area between each pin and bushing, the material and surfacecondition of bearing surfaces, lubrication, and the degree of sliding between thepins and bushings.

BUSHINGPIN

ROLLER

LINK

PLATE

Figure 1: Chain Wear







7.2 Hoist Components

7.2.1 A proper inspection of the hoist system involves measuring chain wear andevaluating the appearance and noise of the following components:

– Chain links

– Sprockets

– Mounting blocks

7.3 Chain Link Inspection

7.3.1 The roller chains on ADRs will show six signs of wear:

– Chain elongation

– Turned pins

– Chain clinging to sprockets

– Chain slipping over sprockets

– Material loss (pins/plates/rollers)

– Noise

7.3.2 Measuring chain wear

– To inspect the elongation of a chain, a length of chain must be measured(see Figure 2). Longer measurements will give more accurate results.

– To measure the chain properly, have the mast in the vertical position withthe top drive suspended in the mast.

– The chain can be measured from slightly below the sprocket to at least 8feet (2.5 m) above the mounting blocks. This measurement should betaken over the used part of the chain (i.e., links that, at some point, runover the sprocket).

– An accurate measurement should be taken from the center of the rollerchain bushing between two points on the chain (Figure 2 shows 171inches [434 cm]). It is recommended that a marker be used to locate thedistance measured. Count the number of pitches between the marks.

– The pitch of the chain can be found in the manufacturer’s catalogue or bymeasuring the distance between two bushings on a part of the chain thatdoes not run on the sprocket. Multiply the pitch by the number of pitcheswithin the measured length (calculated or unworn length).

– Subtract the calculated length from the measured length. This gives thedistance that the chain has elongated. Dividing this by the calculatedlength will give the percent of elongation (see the calculation box inFigure 2).







Figure 2: Hoist Chain Percent Elongation

– NOTE: The maximum allowable elongation is 3%. Roller chains should

be replaced when elongated beyond 1.5% or when the chain rollersbegin to ride high near the tips of the teeth on the sprocket. At 1.5%elongation, the rig manager and drilling superintendent must be notified.

If chain elongation is found to be 3% or more – immediate replacement isnecessary. Do not operate the rig.

7.3.3 Visual signs of wear

– The chain should be visually inspected for the following:

1 7 1 ”

1 . 7 5 " P IT C H

1 . 7 5 " P IT C H

C O U N T E A C HP I T C HM E A S U R E D

C A L C U L A T I O N F O R C H A I N

E L O N G A T I O N

M E A S U R E D D IS T A N C E = 1 71 "

N U M B E R O F P IT C H E S = 9 6

P I T C H = 1 . 7 5 "

P IT C H E S x L E N G T H / P IT C H = 9 6 x

1 . 7 5 = 1 6 8 "

C H A I N E L O N G A T IO N = 1 7 1 " - 1 6 8" = 3 "

% C H A I N E L O N G A T IO N = 3 / 16 8 =

0 . 0 1 7 9 ~ 1 . 8 %

T O P D R IV E

H O IS T C H A I N

S P R O C K E T

A T L E A S T 8 F TF R O M

B U S H I N G T O

B U S H I N G

AT LEAST 8 FT

FROM MOUNTING BLOCK







– Tight joints in the chain links that will look like kinks under a lightchain load

– Breaks, cracks, or deformations in any of the chain parts

– Turned pins and enlarged pin holes

– Improper lubrication

– Reddish/brown (rusty) color around joints

– Excessive dirt and debris

– The chain clinging to the sprocket

– The chain slipping over the sprocket

7.3.4 Noise signs of wear

– Check for the following during chain operation and sprocket interaction:

– Chain noise or squeaking

– Grinding noise at the sprocket

7.4 Reference Gauge

7.4.1 A quick check reference gauge is available through EPC to help with regularchecks of the hoist chain. This gauge will allow the operator to monitor the wearover small portions of the overall chain. As a check, be sure the chain pitch (P)matches the designation stamped on the chain gauge. For example, the distancebetween two bearings on an ANSI 140–1¾” P should be approximately 1¾” on anew chain.

7.4.2 Chain gauge operation

– The gauge is a go/no-go style with two sides: One side is for 1.5%elongation, and the other side is for 3% elongation. The 1.5% sideshould be used first, and once it does not fit the chain, the rig managerand drilling superintendent must be notified. The 3% elongation sideshould be checked once the 1.5% side is too tight. The chain must notbe used if the elongation reaches 3%.The gauge is used in the following way:

– Make sure the section of chain to be inspected is free of debris.

To operate the gauge, hang the top end over a chain bushing(see Figure 3). Swing in the gauge and determine the clearancefrom the bearing to the gauge’s bottom cutout. Once the chaingauge will not fit between the chain bearings, the chain has wornpast the 1.5% or 3% elongation tolerance. This check can bedone on any portion of the chain that has been tensionedstraight. It should be completed regularly over several parts ofthe chain, especially where the chain runs over the sprocket andat the chain connecting points.







3 . 0 %

E

L O N G A T I O N - R E P L A C E C H A I N

1 . 5 % E L ON GA T I ON-N OT I F Y RI G

M

A NA GE R

CHAIN WEAR GAUGE

ANSI 200 HS

Figure 3: Chain Gauge

7.5 Sprocket Inspection

7.5.1 Check for roughness or binding when the chain engages or disengages from thesprocket.

7.5.2 Inspect the sprocket teeth for reduced tooth section and hooked tooth tips (seeFigure 4). If these conditions are present, the sprocket teeth are excessivelyworn, and the sprocket should be replaced.

7.5.3 Check for sprocket alignment. If there is any noticeable wear on the insidesurfaces of the chain roller link plates, the sprockets may be misaligned.

7.5.4 Check for and eliminate any build up of debris or foreign material between thechain and sprockets.

7.5.5 Do not run a new chain on a worn sprocket because it will cause the new chainto wear rapidly. Conversely, do not run a worn chain on a new sprocket becauseit will cause the new sprocket to wear rapidly. As a general rule, replacesprockets with every third chain replacement.

Ensure the chain

matches the chaingauge







Figure 4: Sprocket Wear

7.6 Mounting Block Inspection

7.6.1 The mounting blocks are located on the top drive and chain tensioner rods at therear of the mast. The mounting blocks need to be checked for wear and crackingat the chain-holding fingers and base of the block (see Figure 5). Roller chainswill not accept high loads perpendicular or twisted to their length direction.Therefore, the mounting blocks must not have any twist, and the holes must beparallel to the floating crown.

7.6.2 If the roller chain has received an excessive load or when the chain is replaced,the mounting blocks should be inspected for signs of cracking. It is suggested

that the mounting blocks should receive MPI at this time.

Figure 5: Mounting Block

7.6.3 If replacement is required, it is recommended that mounting blocks be made ofthrough-hardened steel, heat treated to RC 40-45. They should be machinedaccurately to ensure proper mating with chain link plates and to provide uniformloading across the width of the chain. Chains should always be attached to themounting blocks using a press-fit style connecting link.



INSERT TAB TITLED:

BOP



Title:Blowout Preventer Category III Inspection




BLOWOUT PREVENTERCATEGORY III INSPECTION

PROCEDURE





Rev# Change EPC Paul Meade-Clift Nov 04, 09 1







1.0 PURPOSE

A Category III blowout preventer (BOP) inspection is conducted to identify defects in the BOPstructure and make required repairs. These procedures represent Ensign’s minimum standardsand may not be adequate enough to meet local regulatory requirements.

2.0 SCOPE

This document is a guide for conducting an inspection in conjunction with the pressure test or functional test described by API Recommended Practice 53, Section 17.3.1 and 17.3.3. In orderto ensure an understanding about and compliance with this inspection, Ensign refers to this as aCategory III inspection. API RP 53 is the minimum standard for the operation, testing, andrepairing of BOPs.

3.0 RESPONSIBILITY

3.1 Category III Inspector

3.1.1 Normally, a rig manager with (IADC) BOP certification will conduct a Category IIIBOP inspection.

3.1.2 A Category III BOP inspection can also be conducted by a professional engineer,senior drilling operations person designated by the company, or other peoplewho have the necessary experience and knowledge.

3.2 Repair Facility

3.2.1 Repair facilities, OEM (original equipment manufacturer) or aftermarket, musthave a recognized QA/QC system and adequate documentation for the BOPsunder repair.

4.0 RECORDS

4.1 Category III and Category IV BOP inspections must be noted in the equipment file and onthe tour sheet.

4.2 In addition to noting the inspection in the equipment file, it is necessary to complete anEquipment Category III Inspection Record and BOP Inspection Checklist. Send one copyof each document to the equipment coordinator or Asset Management.

4.3 Rig managers must keep hard copies of completed inspection records in the rig files.

4.4 Equipment records such as API manufacturing documentation, NACE certification, andfactory acceptance testing reports should be retained.

4.5 When required, copies of the manufacturer’s equipment data book and third-partycertification should be available for review.










5.2 Proper PPE (e.g., steel-toed boots, safety glasses, hard hat etc.) must be wornthroughout this inspection.

6.0 INSTRUCTIONS

6.1 Inspections

6.1.1 Routine inspection: API RP 53 is the primary source for drilling rig BOPinspection requirements in the United States and internationally. Ensignrecommends the following:

– Category I inspection: Conducted daily, and exceeds API RP 53requirements. This inspection involves a visual observation of the BOPby the rig crew during normal operation or routine maintenance.

– Category II inspection: (API RP 53, Section 17.3.1: Function Test)Conducted every 7 days. All operational components of the BOPequipment system should be functioned tested at least once a week to

verify the component’s intended operations. Function tests may or maynot include pressure tests. It is expected that this inspection include aCategory I inspection and a more thorough examination for corrosion,deformation, loose or missing components, deterioration, properlubrication, visible external cracks, and adjustment.

– Category III inspection: (API RP 53, Section 17.3.3: Pressure Test)Pressure tests on the well control equipment should be conducted atleast

– before spud or upon installation;

– after the disconnection or repair of any pressure containmentseal in the BOP stack, choke line, or choke manifold but limitedto the affected component; and

– not to exceed 21 days.

In addition to a pressure test, this procedure should include a CategoryII-type inspection.

– Category IV inspection: (see API RP 53, Section 17.10.3: MajorInspections) Conducted every 3 to 5 years. In this inspection, the entireBOP is inspected and certified by a professional engineer or OEM agent.

6.2 Maintenance

6.2.1 Each rig should have the manufacturer’s installation, operation, and maintenance(IOM) manuals for all installed BOP equipment.

6.2.2 Connections

– Studs and nuts should be checked for proper size and grade. Use theappropriate lubricant, and apply torque in a crisscross manner to theflange studs. All bolts should then be rechecked for proper torque asdescribed in API Specification 6A. NOTE: When making connections, itshould not be necessary to use excessive force.



Title:Blowout PreventerCategory IV Inspection




BLOWOUT PREVENTERCATEGORY IV INSPECTION

PROCEDURE












1.0 PURPOSE

A Category IV blowout preventer (BOP) inspection is conducted to identify defects in the BOPstructure and make required repairs. These procedures represent Ensign minimum standardsand may not be adequate enough to meet local regulatory requirements.

2.0 SCOPE

This document is a guide for conducting a major inspection described by API RecommendedPractice 53, Section 17.10.3. In order to ensure an understanding about and compliance with thisinspection, Ensign refers to this as a Category IV inspection. API RP 53 is the minimum standardfor operating, testing, and repairing BOPs.

3.0 RESPONSIBILITY

3.1 Category IV Inspector

3.1.1 A Category IV BOP inspection must be conducted by a professional engineer or

an agent from the original equipment manufacturer (OEM).

3.2 Repair Facility

3.2.1 Repair facilities, OEM or aftermarket, must have a recognized QA/QC systemand adequate documentation for the BOPs under repair.

4.0 RECORDS

4.1 Category III and Category IV BOP inspections must be noted on the tour sheet and in theequipment file.

4.2 In addition, it is necessary to obtain a third-party Category IV inspection document andthe record of inspection and repair. Send one copy of all documents to the equipmentcoordinator or Asset Management.


4.4 Equipment records such as API manufacturing documentation, NACE certification, andfactory acceptance testing reports should be retained.

4.5 When required, copies of the manufacturer’s equipment data book and third-partycertification should be available for review.











6.0 INSTRUCTIONS

6.1 Major Inspections

6.1.1 Routine inspection: API RP 53 is the primary source for drilling rig BOP

inspection requirements in the United States and internationally. Ensignrecommends the following:

– Category I inspection: Conducted daily, and exceeds API RP 53requirements. This inspection involves a visual observation of the BOPby the rig crew during normal operation or routine maintenance.

– Category II inspection: (API RP 53, Section 17.3.1: Function Test)Conducted every 7 days. All operational components of the BOPequipment system should be functioned at least once a week to verifythe component’s intended operations. Function tests may or may notinclude pressure tests. It is expected that this inspection includes aCategory I inspection and a more thorough examination for corrosion,

deformation, loose or missing components, deterioration, properlubrication, visible external cracks, and adjustment.

– Category III inspection: (API RP 53, Section 17.3.3: Pressure Test)Pressure tests on the well control equipment should be conducted atleast

– before spud or upon installation;

– after the disconnection or repair of any pressure containmentseal in the BOP stack, choke line, or choke manifold but limitedto the affected component; and

– not to exceed 21 days.

In addition to a pressure test, this procedure should include a CategoryII-type inspection.

– Category IV inspection: (see API RP 53, Section 17.10.3: MajorInspections) Conducted every 3 to 5 years. In this inspection, the entireBOP is inspected and certified by a professional engineer or OEM agent.

6.2 Maintenance

6.2.1 Each rig should have the manufacturer’s installation, operation, and maintenance(IOM) manuals for all installed BOP equipment.

6.2.2 Connections

– Studs and nuts should be checked for proper size and grade. Use theappropriate lubricant, and apply torque in a crisscross manner to theflange studs. All bolts should then be rechecked for proper torque asdescribed in API Specification 6A. NOTE: When making connections, itshould not be necessary to use excessive force.

– Ring gaskets coated with a resilient material such as rubber orpolytetrafluoroethylene (PTFE) should not be used. Ring gaskets arecompressed during installation. As a result, there is a limited amount of







deformation a groove can make in a ring, and the reuse of ring gaskets isnot recommended.

– When making up proprietary clamp-hubbed connections, themanufacturer’s recommended procedure should be followed.

6.2.3 Replacement parts

– Spare parts should be designed using industry approved and acceptedpractices.

– After a spare part is installed, pressure test any affected pressure-containing equipment.

– Elastomeric components must be stored in a manner recommended bythe equipment manufacturer.

– The original equipment manufacturer should be consulted about

replacement parts. If replacement parts are acquired from a source otherthan the original equipment manufacturer, the parts must be the same asor superior to the original equipment and fully tested, design verified, andsupported by traceable documentation.

6.2.4 Equipment storage

– When a BOP is taken out of service for an extended period of time, itshould be completely washed, steam cleaned, and machined surfacescoated with a corrosion inhibitor.

– The rams or sealing element should be removed and the internalswashed, inspected, and coated with a corrosion inhibitor.

– Connections should be covered with a corrosion inhibitor and protectedwith wooden or plastic covers.

– The hydraulic operating chambers should be flushed with a corrosioninhibitor and hydraulic connections plugged.

– In cold climates, precautions should be taken to prevent water damage(e.g., the build up of contaminants and freezing caused by water seepinginto the equipment). In addition, the equipment must be stored in a waythat prevents damage if the ground collapses under it. Protect rubberproducts from freezing or cracking.

– The equipment should be elevated to prevent it from standing in water.

– The original equipment manufacturer should be consulted for any furtherspecific details.

6.3 Repair Procedures

6.3.1 Consistent with Ensign standards, BOP repairs are classified as minor or major repairs:

– Minor repairs involve repairing ram guards, external seal rings, andflange bolts and replacing bolt-on valves, ram rubbers, ram blockassemblies, annular elements, or door face seals.







– Major repairs involve any component or surface outside manufacturer’sallowable tolerances, weld repairs to any BOP component, anymodification to a BOP part (e.g., buildup or resizing pin fits), and anyreplacement of pressure-containing or wellbore fluid-exposed parts (e.g.,

bodies, seals, fasteners etc.).

All equipment requiring major repairs are required to be shop repaired andrecertified as described in API RP 53, Section 17.11.

The field replacement of pressure-containing or wellbore fluid-exposed parts(e.g., ram shafts, pistons, hinge pins, locking shafts, annular seals etc.) must bedone or supervised by a BOP mechanic. The service report must be completedin the same way as a repair report during a certification.

Minor repairs may be completed by general rig personnel under the supervisionof the driller or rig manager using acceptable industry practices.

6.3.2 Weld repairs

– Weld repairs must not be performed in the field.

– Shop welding on wellbore pressure-containing components must complywith the welding requirements in NACE Standard MR0175. Verification ofcompliance must be established by referring to the repairer’s written weldprocedure specification (WPS) and supporting procedure qualification(PQR) in the certification document. Welding must be performedaccording to a WPS and qualified according to ASME Boiler andPressure Vessel Code, Article II, Section IX.

– The original equipment manufacturer should be consulted to verify

proposed weld procedures.



INSERT TAB TITLED:

Bridle Line



Title: Bridle Line Assembly Inspection Type: Inspection Procedure



BRIDLE LINE ASSEMBLYINSPECTION PROCEDURE





6.1.4, 6.2.4 line rejection criteria EPC Paul Meade-Clift Jul 13, 10 1






1.0 PURPOSE

This procedure describes a reliable, repeatable method for evaluating the condition of a wire ropebridle line. This assembly must be inspected according to the derrick structure inspectionschedule.

2.0 SCOPE

This procedure is designed to guide the inspection of the bridle line, including the wireline, endfittings/attachments, and sheaves.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Perform this inspection according to instructions.

3.1.2 Complete a Bridle Line Inspection Checklist and Equipment Category IIIInspection Record.

4.0 RECORDS

4.1 Return one copy of the Bridle Line Inspection Checklist and Equipment Category IIIInspection Record to the records coordinator or Asset Management.

4.2 Make a verbal report to the drilling superintendent if an unacceptable component isfound.


4.4 A file with the maintenance and repair history of each major piece of equipment shouldbe maintained by serial number. This file should follow the equipment when it is

transferred.


5.1 The bridle line should be removed with the mast laid over (i.e., horizontal) and as close tothe ground as possible.


5.3 Fall protection must be used if accessing any point on the mast or A-legs 10 feet (3 m) ormore above the ground or when a fall from a lower height involves an unusual risk ofinjury.


6.0 INSTRUCTIONS

6.1 Wireline

6.1.1 The bridle line should be removed from the mast and spread out on a dry surfacein order for its entire length to be inspected for defects.






6.1.2 A close inspection must be conducted at those points where the wire rope willexperience its highest stresses. This includes those sections in contact withsheaves, end attachments, and the bridle saddle.

6.1.3 During an inspection of these

critical points, measure thediameter, examine the lay length,and record the presence of anybroken wires. One lay length isthe length required for a singlestrand to make one complete turnaround the core of the rope. ABridle Line Inspection Checklistmust be completed for each lineor segment of line.

6.1.4 The bridle line must be rejected if:

– physical damage exists, including doglegs, rust, k inks, bird-caging, orflattened wires;

– Per API Recommended Practice 4G:

For a substructure raising line:- six or more randomly distributed wires are broken in one rope lay or three or more wires are broken in one strand in one lay;

For a mast raising line:- any broken wires;

Note: Carefully examine the valleys between the rope lays.

– the diameter of wire ropes with diameters between 19 and 29 millimetershas decreased by 2 millimeters or more and decreased 3 millimeters ormore for wire ropes with diameters greater than 29 millimeters; or

– there is rust pitting along the length of the bridle l ine and/or adjacent to aterminal fitting.






6.2 End Attachments

6.2.1 End attachments must be examined using a complete 360o approach.

6.2.2 Look for broken wires and rust when inspecting end attachments. Rust canconceal broken wires or, if left unchecked, erode or weaken the surface of wires.

6.2.3 The inspection of rope ends should also include the condition of the actual endfittings and attachment point.

6.2.4 The bridle line must be rejected if

– there are any broken wires at either attachment point;

– there are cracks, excessive wear, or egged pinholes in the end fitt ings;

– there are grinding marks or weld repair evidence; or

– there is missing or severely cracked resin material in the poured speltersocket.

6.3 Sheave Inspection

6.3.1 All sheaves must be rotated by hand and examined around their entire diameterfor groove depth, width, and contour. When using a groove gauge, the gaugemust make contact with the groove over a 150

o arc.

6.3.2 The sheaves must be rejected if any of the following are found:

– There is a gap under the gauge,which indicates that the sheave

should be replaced or re-grooved.

– There is a rough contact surface, f latspots, or surface cracks.

– There are broken or chipped flanges.

– There are cracked hubs, spokes, andso forth.

– There is excessive side-play or wobble.



INSERT TAB TITLED:

Derrick



Title: Derrick Category III Inspection Type: Inspection Procedure



DERRICK CATEGORY IIIINSPECTION PROCEDURE




Issued for Approval EPC Paul Meade Clift Not Approved Sep 23, 09 0


Addition: 6.5.9 Dropped Objects Risk;6.1.3 Additions/Alterations to Mast

EPC Paul Meade-Clift May 10, 10 2






1.0 PURPOSE

A Category III derrick inspection is conducted to identify defects in the mast (derrick) structure,identify if dropped objects risk exists, guide necessary repairs, and identify whether professionalassistance is required.

2.0 SCOPE

This document is a guide for conducting a Category III derrick inspection, as outlined by APIRecommended Practice 4G. The primary focus of this inspection procedure is to identifystructural defects, however a failure may also result in a ‘dropped’ object which is not ‘structurally’significant but is a severe safety hazard.

3.0 RESPONSIBILITY


3.1.1 Senior drilling personnel, engineers, or other specifically trained people mayperform a Category III derrick inspection. Senior drilling personnel include adrilling superintendent or rig manager who is familiar with this document and hasbeen trained by an engineer or qualified inspector.

3.1.2 Senior personnel who have participated and assisted in the inspection of at leasttwo derricks would also be able to use this document to perform an inspection.

3.1.3 The individual performing this inspection is generally not a professional engineerand, as such, does not accept legal liability for the structural integrity of thederrick.

4.0 RECORDS

4.1 According to API RP 4G, Category III and Category IV derrick inspections must be

recorded in the equipment file. It is a good practice to find the identification plate on themast or in the rig manager’s files and check the serial numbers, ratings, and descriptionof the equipment.

4.2 In addition to noting the work in the equipment file, it is necessary to complete anEquipment Inspection Record and a Derrick Inspection and Dropped Objects Checklist.Send one copy of each document to the equipment coordinator or Asset Management.




5.1 A Category III derrick inspection should be performed with the mast laid over (i.e.,horizontal) and as close to the ground as possible.








5.4 Proper PPE (e.g., steel-toed boots, safety glasses, hard hat etc.) must be wornthroughout the inspection.

6.0 INSTRUCTIONS

6.1 Inspection Frequency

6.1.1 Routine inspection: API Recommended Practice 4G, the primary source fordrilling rig derrick inspection requirements in the United States andinternationally, recommends the following:

– Category I inspection: Conducted daily. This inspection involves avisual observation of the mast by the rig crew during normal operation orroutine maintenance.

– Category II inspection: Conducted at rig up. This is a Category Iinspection that also involves a more thorough examination for corrosion,deformation, loose or missing components, dropped objects risk,deterioration, proper lubrication, visible external cracks, and adjustment.

– Category III inspection: Conducted every 2 years. This is a Category IIinspection that also involves a thorough examination of all load-bearingmembers, welds, attachments, and pick-up points, and it is explained inthis document. This inspection should include nondestructive testing(NDT) of critical areas and may involve some disassembly to accessspecific components and identify wear that exceeds manufacturers’allowable tolerances.

– Category IV inspection: Conducted every 10 years. In this inspection,the entire mast is inspected and certified by a professional engineer. Adropped objects survey should be taken at this time.

6.1.2 Damage inspection: In addition to the periodic requirements listed above, if amast is damaged by an incident or wear, an inspection of the damaged areamust be performed. This process is called repair certification, and it is differentfrom a Category IV certification. API 4G classifies repairs as minor or major:

– Minor repair : Minor repair is conducted to repair damaged or distortedsecondary equipment (e.g., ladders, monkey board, walkarounds, andtong hangers), cosmetic damage to diagonal girts, and minor fandistortions. A senior drilling operations person (e.g., rig manager) cansupervise minor repairs, but s/he must fill out an Event Reporting &Investigation form and consult the drilling superintendent.

– Major repair : Major repair is conducted to repair geometrical distortionsor structural damage to A-legs, raising assembly, main legs, crown, orany other load-bearing member. A major repair must be inspected by aprofessional engineer, and it requires a repair certification.

Geometrical distortion or structural damage requires major repair if it is severeenough to affect the structural function of the mast. This damage can be apermanent deformation of a member, weld separation, punctures, crushing, orany other distortion of the structure.

When an incident occurs and there is damage to the derrick, a professionalengineer is normally called to make a repair inspection at the time of the incident.






If, however, any critical damage is discovered during a Category III inspection, aprofessional engineer must be called to determine the correct repair method.

When an incident or overload results in structural damage, the senior drillingperson responsible for the mast must inspect the problem in person. If there is

any uncertainty about the significance of the damage, obtain the services of acontract professional engineer to assess the damage or have pictures taken andprovide a complete description to the drilling superintendent.

6.1.3 Additions or Alterations to the Mast:

Modification or the addition of attachments to the mast is not permitted withoutengineering approval. Where it is deemed necessary to attach a fixture or deviceto the mast, a number of points must be addressed before acceptance can begiven for the attached equipment.(refer to Policy #PC-0009 Mast Additions or Alterations)

6.2 API Specifications

6.2.1 Section 4F, API Specification for Drilling and Well Servicing Structures providesspecifications for the design, manufacture, and use of steel derricks, portablemasts, crown block assemblies, and substructures. The purpose of APISpecification for Drilling and Well Servicing Structures is to provide a uniformmethod for rating the drilling and well servicing structures used in the petroleumindustry. It includes definitions, identification and marking, rating under differentloading conditions, material specifications, welding requirements, quality control,testing, and other pertinent information. API expects these specifications to beapplied to all new rig designs; however, many masts and substructures currentlyin use were not manufactured in API-licensed facilities or were manufacturedunder old, less stringent API specifications and do not meet current standards.

6.3 AWS D1.1

6.3.1 AWS D1.1 (excluding sections 2.3.2.4, 2.5, 8.13.1, 9, and 10), Structural WeldingCode covers welding requirements for any type of welded steel construction, withthe exception of pressure vessels or structures governed by special codes suchas Lloyds, API, ASME, or AWWA. It is important for the Ensign inspector to befamiliar with the content of these standards.

6.4 Ensign Energy’s Deflector Plate Policy

6.4.1 Any mast, except those on floating crown ADRs, must have a deflection plate onany strongback that is in a location vulnerable to equipment contact and has across-section built from I-beam, channel (toes down), or a section with aprotruding edge. Strongbacks in a vulnerable location are likely to be contacted

by moving equipment, such as elevators and drill pipe boxes, that can causeequipment to become hung up or stuck under/against them. Strongbacks that are just above the height at which the pipe stand sits off the dril l floor are most likelyto be vulnerable. Deflector plates must conform to Ensign drawing #05487,which is attached to the Derrick Equipment Specification document, or another approved, stamped drawing from Ensign Engineering.






– Look for missing parts, distortion, or structural steel that does not belongin the original design. Note that steel improperly attached to the derrickcan be more hazardous than missing members.

– In order to establish whether the derrick has the correct members, it is

helpful to note that the derrick should be symmetrical: That is, each sideshould be a mirror image of the other side. As well, the structure isnormally made up of triangles. If the outline of the members makes asquare, or some other shape, a part is probably missing or incorrect.

– While examining the overall derrick condition, look for obvious bending ordistortion. Note that bent or missing members may have associateddamage, transferred from the damaged member to the attachmentpoints.

– During the initial overall evaluation, concentrate on the critical load-bearing members (CLB), including front and rear mast legs, A-legs,crown beams, strongbacks, and stools.

– Next, view each piece of structural steel (i.e., member) in some order aspreviously discussed, and look for member faults, including dents, rips,deep scratches, bends, overly worn areas, rust, and cracks that havepropagated from welds. These faults all reduce the structural integrity ofthe member by one or more of the following actions:

– A decrease in a cross-sectional area (i.e., worn areas) increasesthe stress across the remaining area of the member.

– A decrease in the moment of inertia of a structure (i.e., dents)increases the stress in a member and surrounding members.

– Sharp corners or discontinuities (e.g., scratches, tears etc.)

cause stress risers, which greatly increase the effects of fatigue.

– Permanently bending a member may cause high residual stress andintroduce a great deal of eccentricity, which can cause buckling inmembers that are loaded in compression. During an inspection, inspectthe members attached to either end of permanently bent members fordistortion or bending.

– Small distortions or scars, which involve less than 10% metal loss (of theoriginal wall thickness) on fan braces or cross-bracing may be left un-repaired if the member is still firmly attached. When there is significantdamage to a CLB member, contact the drilling superintendent. Describethe damage and the affected member completely, and use diagrams and

photographs. If there is damage to a CLB member or if there is aquestion about whether the damage is serious, contact a professionalengineer. If the damage is not on a CLB member, proceed with repairsfollowing the guidelines in the repair section below.

6.5.4 Weld inspection

– Examine each weld using a systematic approach.

– A clean, painted weld surface that has no cracks or chips can generallybe considered sound.






– A crack in the paint can indicate that the weld underneath is alsocracked, particularly if a thin line of rust follows the cracked paint. Lightlychip away all slag and loose paint from the weld surface when a flaw issuspected. Welds that are coated with rust, dirt, or slag must be cleanedso the entire weld is visible. If cracks or missing welds are found or there

is any doubt about the integrity of a joint, apply a flag and consult aprofessional engineer.

– When inspecting for visible cracks in the weld material, the inspectormay also note conditions such as poor weld deposition, incompletepenetration, holes, porosity, undercutting, inclusions, surfaceirregularities, and missing weld. For the purposes of a Category IIIinspection, it can be assumed that these surface faults in a completeweld were accepted during the previous Category IV inspection and,therefore, do not require repair. However, if a weld is missing or cracksand signs of flexing are found near a weld defect, a professional opinionshould be sought.

6.5.5 Crown assembly inspection

– The crown structure can be evaluated in the same way as the maststructure. Examine the welds using the criteria listed in section 6.5.4Weld Inspection, and evaluate the water table beams using theprocedure described in section 6.5.3 Member Inspection.

– Pay particular attention to the mounting beams for the shafts becausetraveling equipment contact will frequently cause serious damage in thisarea. Look for distortion, missing fasteners, and loose mounts.

– Rotate each sheave at least one revolution, and check for uneven orexcessive wear using a sheave gauge. Examine the edges of the sheavefor impact damage or cracks, and evaluate the bearing for rough running,side play, or looseness.

– At this time, examine the bumper blocks, and ensure the wood blocksare whole and secure and all the line guards are in place. Bumper blockdamage is a key indication that the traveling equipment has madecontact with the crown structure.

– Be particularly aware of items that may not be securely attached to thecrown.

– If the mast includes a fif th wheel pin assembly, the pin must be inspectedannually. It is, therefore, convenient to include an inspection of the pinand plate at the same time as the 2-year derrick inspection. The

procedure for a fifth wheel pin assembly inspection is covered in thisguide.

6.5.6 Mast raising system inspection

– The wireline mast raising system includes the spelter sockets, bridlelines, hook saddle, sheaves, and anchor points. It is good practice tostart the inspection with the bridle line anchor points and saddles, whichcan be treated as welded members.

– The welds should be evaluated as described in section 6.5.4 WeldInspection, and the steel plate used in the saddle and mounting lugs






should be evaluated for damage as described in section 6.5.3 MemberInspection.

– In the case of raising system sheaves, it is necessary to inspect for wearusing a sheave gauge and check for sheave damage. Ensure that the

wheel will turn freely and the line seats properly in the groove.

– NOTE: As a result of the high failure rate of some telescopic double mastraising systems, the raising wishbone and associated lines must be shopinspected once a year (approximately 250 days).

– The telescoping mast raising/locking system consists of a series ofplates, latches, pins, and mating holes. Check for wear or distortion onthe pins, holes, anchor pads, and latching plates. Problems with theoperation of the telescoping mast raising/locking system are a goodindication that the system needs repair.

– Hydraulic raising systems should be examined for corrosion, wear, orleaks in all hydraulic fittings, rams, and hoses.

– Mounting lugs, pins, and attachments can be evaluated in the same wayas other mast assemblies. Egging of the mounts is an indication that theram needs servicing (refer to section 6.5.7: Mechanical ConnectionFaults for inspection tolerances).

– Close attention must be paid to the general condition of the rod andwiper seals. Dents, gouges, corrosion, and a scored surface on thehydraulic cylinder rods reduce seal life and give dust and othercontaminants an easy path into the hydraulic system.

6.5.7 Mechanical connection faults

– Bolted and pinned connections are also used to join the structuralmembers used in drilling rig structures. A tight, complete bolted or pinnedconnection can generally be considered sound.

– Check all pins and pin holes with calipers. The clearance between thepins and holes should be between 1% and 2% of the diameter (e.g., a 3”pin should have a clearance between 0.030” and 0.060”).

– If the pin or bolt shows signs of mechanical damage (e.g., mushroomedheads, bent pin or bolt, or cracks), it should be replaced. Connectionswith multiple pins or bolts must have all pins or bolts to be consideredsound.

– The pin should extend completely through both sides of the lug, and thetapered section should be outside the lug. If pins must be replaced as aresult of incorrect sizing or damage, a 4140 HTSR (heat-treated, stress-relieved) material should be used because of its high strength and wearresistance.

– NOTE: It may be necessary to remove the pins or fasteners tocompletely evaluate their condition.






6.5.8 Miscellaneous equipment and modifications

– As well as identifying faults, it is necessary to identify any additions orchanges to the structure. If there have been additions or changes to themast supports, brackets, braces, stands, and so forth, a senior drilling

operations person (drilling superintendent or above) must determinewhether it is necessary to perform an engineering analysis. In general, aprofessional engineer must review any addition or modification to themast. The only exceptions are replacement fan braces or brackets thatmatch the size and design of the original equipment. It is not acceptableto weld on or cut the main members of a derrick for any reason.

– When reviewing the structure, it is important to discuss snag points withthe operators. Pay particular attention to the monkey-board area wheretraps for the drilling line or kelly hose could occur. Snag points are oftenthe result of some type of mast modifications (e.g., to increase rackingroom) or as a result of wear and damage. If the operators report snags orthere is evidence that contact is being made, notify the drillingsuperintendent immediately.

– Review miscellaneous equipment, such as fall-arrest posts,counterweights, crown stand, tong hangers, and so forth. All thesecomponents must be original or have documentation from an inspectingengineer. Refer to the Derrick Equipment Specification to ensure everyattachment and lug has a purpose and meets all associated regulations.

6.5.9 Dropped Objects Risk

– In all categories of inspection the review should include an evaluation ofpotential for objects to fall from height. Hazards would include equipmentthat is not permanently attached and which requires secondaryattachment, loose components, or material and tools which do not

belong overhead.

6.6 Nondestructive Testing

6.6.1 NDT inspector: If the individual inspecting the derrick is concerned about visualindications of cracks or other faults, they may employ an NDT inspector to assistin the evaluation. The NDT inspector should be a qualified Level II or higher NDTinspector under CGSB 48-GP-8M and should act in accordance with ASTM E-709 specifications. When contracting the services of an NDT inspector, simplyask if s/he can meet these qualifications.

6.6.2 MPI: The most practical nondestructive testing method for mast inspections isdry powder MPI. In this test, a magnetic field is induced in the metal structure,

and any surface cracks distort the magnetic field and set up north and southpoles at the edges of the crack. When an iron powder is dusted over the weld,the magnetic poles attract the iron powder to expose the crack. When performinga visual inspection of the mast, the Ensign inspector needs to mark the weldsthat s/he wishes to have magnetic particle tested. When there is heavy rust orpaint build-up, it may be necessary to use a wire brush or a chipping hammer toclean up the areas that are to be magnetic particle tested. If paint is removed inthe inspection process, the area must be repainted at the completion of theinspection.

– MPI may be required if rust is covering a potential crack or the integrity ofany CLB member is questionable. It is better to over-test CLB members






than miss any weld faults. Welds that have known cracks do not requiretesting. When a concentration of weld faults is found, it is good practiceto completely test the welds in the surrounding area as well as the weldsin the mirror members of the structure. The NDT inspector is required tomark and flag any weld faults that s/he finds either visually or with MPI.

6.7 Mast Repairs

6.7.1 Critical load-bearing member repair

– Any damage to CLB members must be corrected by replacement, grindand fill, or straightening and evaluated by a professional engineer. Ingeneral, it is good practice to repair any faults that exist in the structuralsteel, even members that are not critical. If the inspector is unsure aboutthe best repair method, s/he should contact Ensign Engineering forguidance.

– The extent of a problem may not be fully visible because of equipment,

checker-plate, or other obstructions that block the view. It is important toreveal as much of the damaged area as is reasonably possible. This willhelp an inspector assess the extent of damage and will make repairs tothe damaged area much easier to complete and inspect.

6.7.2 Damage causes

– It is necessary to find the root cause of damage. Knowing whether theroot cause was human error, machine failure, or material failure mayaffect decisions about the best repair method. Once the cause isidentified, it is easier to find other areas on the mast that may beaffected.

– For every incident, all critical load-bearing members should be visuallyinspected to make sure there is no further damage.

– If any doubt exists about the integrity of welded joints in a damaged areaor any CLB members, then a nondestructive examination must beconducted on those areas.

6.7.3 Weld repairs

– Weld repairs are performed by either grinding or air arcing out thematerial around the fault. The steel must be cut deep enough to findsound metal (chase out the crack) and then filled with the proper weldingrod. E48018 rod (E7018) is recommended by AWS D1.1 for most low-carbon steels used in structural members. Preheating to approximately400ºF (200ºC) is recommended, particularly in cold weather. If aninspector has been called to the site, a hardness test can be used todetermine the grade of steel.

– A qualified inspector can supervise repairs c lassified minor by API RP4G; however, a qualified welder must perform all welding.






6.7.4 Member repairs

– A competent welder, through heat and force, can correct smalldistortions. This is acceptable if the member is not kinked, torn, or

stretched (necked down).

– When it is necessary to replace a complete member, carefully measurethe height, width, thickness, and length of the steel. It may be necessaryto take measurements from the opposite side of the derrick if themember being replaced is stretched. The replacement material shouldbe at least as heavy as the original and the correct length. Most derricksare constructed from standard structural shapes, often referred to as A36, 44W, or 50W. If information about the actual grade of steel is notavailable, have the inspector perform a hardness test to determine thegrade.

6.7.5 Nonstructural defects

– There may be nonstructural defects discovered during the inspection(e.g., walkways, sheeting, handrails etc.). If the presence of the defectposes a risk to rig workers, then it is necessary to mark it for repair. If thenonstructural defect is not considered a safety issue, then consult thedrilling superintendent to determine whether repair is necessary. Ensurethat the drilling superintendent is aware of the cost for any cosmeticchanges.

6.7.6 Major damage

– If major damage is found during a Category III inspection, API RP 4Gapplies. The assessment, repair, and inspection of A-legs, raisingassembly, main legs, crown, or any other load-bearing member with

geometrical distortion or structural damage must be directly supervisedand certified by a professional engineer or the original equipmentmanufacturer’s agent.

6.8 Auxiliary Equipment and Accessories(see the Derrick Equipment Specification)

6.8.1 Equipment must meet associated regulations.

6.8.2 Welded items must have documentation stating they passed nondestructivetesting (e.g., a magnetic particle inspection) with no defects found.

6.8.3 Accessory equipment attachments must be examined to ensure the following:

– Adequate strength of the supporting member

– No interference with the structure or other accessories

6.8.4 All chains or cables (excluding safety cables) wrapped around the mast structureshould be replaced with rated lugs and safety shackles.

6.8.5 All shackle pins must have a nut and cotter pin on the open end.






6.8.6 All overhead bolts must have nuts that are prevented from vibrating loose. Thismeans that the nuts must be crimped or nylocked, or the bolt must have a holedrilled in it and have a safety pin through it to prevent the nut from unthreading.

6.8.7 Safety cable should be used as a secondary means of attachment in case of

primary attachment failure (e.g., derrick lights, survey sheave pin with hole, SRLetc.).

6.8.8 All lugs must be designed and certified by an engineer and stamped with a loadrating. Documentation must be provided that states its capacity. Any lug notrequired or stamped must be removed or certified by an engineer and stampedwith a maximum capacity rating.

6.9 Final Inspection

6.9.1 Once the required repairs have been made to the derrick, a final inspection mustbe performed. The person who performed the initial inspection does not have toconduct the final inspection as long as the initial inspection portion of the report iscomplete and available for the final inspection.

6.9.2 The purpose of the final inspection is to ensure that all the repairs recommendedin the initial inspection are complete and the repairs meet an acceptablestandard. This includes ensuring that the repair was made using recommendedmaterials, and the repair, welding procedures, and results are acceptable. If therepairs are not acceptable, the inspector must ensure that corrective action istaken.

6.9.3 A final inspection is not complete until there is no additional recertification workrequired on the derrick.

6.10 Inspection Checklists

6.10.1 This procedure involves two additional documents:

(1) Derrick Inspection Checklist and Dropped Objects Checklist(2) Derrick Equipment Specification

These documents enable an inspector to perform a complete evaluation of thesub and mast.






ATTACHMENTS



Title: Derrick Category IV Inspection Type: Inspection Procedure



DERRICK CATEGORY IVINSPECTION PROCEDURE




Issued for Approval EPC Paul Meade-Clift Not Approved Sep 23, 09 0


Addition: 7.3.10 Dropped ObjectsRisk; 7.2.3 Additions or Alterations to

the Mast

EPC Paul Meade-Clift May 10, 10 2






1.0 PURPOSE

A Category IV derrick inspection is conducted to identify defects in the mast (i.e., derrick)structure, identify if dropped objects risk exists, and make necessary repairs.

2.0 SCOPE

This document provides guidelines for conducting a Category IV derrick inspection, which mustbe conducted by a professional engineer or an agent appointed by the OEM (original equipmentmanufacturer). The primary focus of this inspection procedure is to identify structural defects,however a failure may also result in a ‘dropped’ object which is not ‘structurally’ significant but is asevere safety hazard.

A Category IV derrick inspection is a more detailed derrick inspection than a Category III derrickinspection. A Category IV inspection requires more disassembly of moving parts and a more in-depth look at individual parts. In addition, a Category IV inspection requires third-partycertification.

3.0 RESPONSIBILITY

3.1 Only a professional engineer with experience in structural analysis and knowledge aboutderricks or an OEM-appointed agent can conduct a Category IV derrick inspection.

4.0 RECORDS

4.1 According to API RP 4G, Category III and Category IV mast inspections must berecorded in the overhead equipment file. It is a good practice to find the identificationplate on the derrick or in the rig manager’s files and check the serial numbers, ratings,and description of the equipment.

4.2 In addition to noting the inspection in the overhead equipment file, it is necessary toprovide this information to Asset Management.




5.1 A derrick inspection should be performed with the mast laid over (i.e., horizontal) and asclose to the ground as possible.

5.2 Use the lock-tag-try system to prevent the unintentional or mistaken operation of a power

source.

5.3 Fall protection must be worn when inspecting any surface or area of the mast or A-legsthat is more than 10 feet (3 m) above the ground or when a fall from a lower heightinvolves an unusual risk of injury.







6.0 RECOMMENDATIONS AND SPECIFICATIONS


6.1.1 Section 4F, API Specification for Drilling and Well Servicing Structures provides

specifications for the design, manufacture, and use of steel derricks, portablemasts, crown block assemblies, and substructures. The purpose of APISpecification for Drilling and Well Servicing Structures is to provide a uniformmethod for rating the drilling and well servicing structures used in the petroleumindustry. It includes definitions, identification and marking, rating under differentloading conditions, material specifications, welding requirements, quality control,testing, and other pertinent information. API expects these specifications to beapplied to all new rig designs; however, many masts and substructures currentlyin use were not manufactured in API-licensed facilities or were manufacturedunder old, less stringent API specifications and do not meet current standards.

6.2 AWS D1.1


6.3 Ensign’s Deflector Plates Policy

6.3.1 Any mast, except those on floating crown ADRs, must have a deflection plate onany strongback that is in a location vulnerable to equipment contact and has across-section built from I-beam, channel (toes down), or a section with aprotruding edge. Strongbacks in a vulnerable location are likely to be contactedby moving equipment, such as elevators and drill pipe boxes, that can causeequipment to become hung up or stuck under/against them. Strongbacks that are

just above the height at which the pipe stand sits off the dril l floor are most likelyto be vulnerable. Deflector plates must conform to Ensign drawing #05487,which is attached to the Derrick Equipment Specification document, or another approved, stamped drawing from Ensign Engineering.

7.0 INSTRUCTIONS

7.1 Mast inspection includes the following:

7.1.1 A review of information about a mast’s background and identification

7.1.2 A review of information concerning different loading conditions or damage eventsencountered by the mast.

7.1.3 Cleaning or sandblasting members and connections to remove contaminantssuch as dirt, oil, grease, loose rust, scale, cement, and welding flux for the visualinspection

7.1.4 A visual evaluation of all members and connections.

7.1.5 Identifying abnormalities and determining whether NDT or engineeringassistance is required. NDT is only required if there are indications of defects.

7.1.6 Repairing damaged members or connections.






7.1.7 Final inspection of repairs and reporting.


7.2.1 Routine inspection: API Recommended Practice 4G, the primary source for

drilling rig derrick inspection requirements in the United States andinternationally, recommends the following:

– Category I inspection: Conducted daily. This inspection involves avisual observation of the mast by the rig crew during normal operation orroutine maintenance.

– Category II inspection: Conducted at rig up. This is a Category 1inspection that also involves a more thorough examination for corrosion,deformation, loose or missing components, dropped objects risk,deterioration, proper lubrication, visible external cracks, and adjustment.

– Category III inspection: Conducted every 2 years. This is a Category IIinspection that also involves a thorough examination of all load-bearingmembers, welds, attachments, and pick-up points. This inspectionshould include nondestructive testing (NDT) of critical areas and mayinvolve some disassembly to access specific components and identifywear that exceeds manufacturers’ allowable tolerances.

– Category IV inspection: Conducted every 10 years. During thisinspection, the entire mast is inspected and certified by a professionalengineer. A dropped objects survey should be taken at this time.


– Minor repair : Minor repair is conducted to repair damaged or distortedsecondary equipment (e.g., ladders, monkey board, walkarounds, andtong hangers), cosmetic damage to diagonal girts, and minor fandistortions. A senior drilling operations person (e.g., rig manager) cansupervise minor repairs, but s/he must fill out an Event Reporting &Investigation form and consult with the drilling superintendent.

– Major repair : Major repair is conducted to repair geometrical distortionsor structural damage to A-legs, raising assembly, main legs, crown, orany other load-bearing member. A major repair must be inspected by aprofessional engineer, and it requires a repair certification.

Geometrical distortion or structural damage requires major repair if it is severeenough to affect the structural function of the derrick. This damage can be apermanent deformation of a member, weld separation, punctures, crushing, orany other distortion of the structure.

When an incident occurs and there is damage to the mast, a professionalengineer is normally called to make a repair inspection at the time of the incident.If, however, any critical damage is discovered during a Category III inspection, aprofessional engineer must be called to determine the correct repair method.

When an incident or overload results in structural damage, the senior drillingperson responsible for the mast must inspect the problem in person. If there is






any uncertainty about the significance of the damage, obtain the services of aprofessional engineer to assess the damage or have pictures taken and providea complete description to the drilling manager.

7.2.3 Additions or Alterations to the Mast:

Modification or the addition of attachments to the mast is not permitted withoutengineering approval. Where it is deemed necessary to attach a fixture or deviceto the mast, a number of points must be addressed before acceptance can begiven for the attached equipment.(refer to Policy #PC-0009 Mast Additions or Alterations)

7.3 Inspection Procedure

7.3.1 Cleaning and surface preparation

– Before proceeding with a Category IV inspection, make sure the derrickis cleaned, particularly welded areas. Steam cleaning, especially in the A-leg and floor pinning areas, is preferable.

– For visual inspection purposes, the surfaces of all structural membersmust be clean and free of contaminants, such as oil, grease, loose rust,scale, cement, and welding flux.

– NOTE: If there is an indication of possible damage and a magneticparticle inspection (MPI) is required to assess the possible damage, it isnecessary to remove thick or flaked paint. However, when a single layerof paint in good condition (clean, not flaked, no runs) is present,according to industry practice, MPI can be performed with the paint inplace (ASTM E 709, Section 9.1.1 states that paint in the order of 0.001to 0.002 inches [0.02 to 0.05 mm] will not normally interfere with MPIresults).

7.3.2 Visual inspection

– A Category IV inspection is an in-depth inspection, and a systematicapproach must be used to make sure all members, weld joints, boltedconnections, and components are examined.

– MPI of all load-bearing joints is required, and all other weldedconnections must be visually examined to determine weld integrity.

– A flashlight and a dentist’s mirror (i.e., small mirror on a wand) will makethe process faster and more accurate.

– A line sketch of the derrick should be used: one view for each side, onefor the back, and one for the crown (examples attached). Sketches canbe used to keep track of the inspection progress by checking off areasthat have been completed.

– There is no set sequence for the visual inspection, but it is important topreplan a course of action and be patient and diligent throughout theinspection.






– There are five categories of faults to look for during the visual inspection:

– Member faults

– Weld faults

– Mechanical connection faults

– Moving parts defects

– Dropped objects risk

7.3.3 Member inspection

– Start the inspection by examining the entire derrick.

– Look for missing parts, distortion, or structural steel that does not belongin the original design. Note that steel improperly attached to the derrickcan be more hazardous than missing members.

– In order to establish whether the derrick has the correct members, it ishelpful to note that the derrick should be symmetrical: That is, each sideshould be a mirror image of the other side. As well, the structure isnormally made up of triangles. If the outline of the members makes asquare, or some other shape, a part is probably missing or incorrect.

– While examining the overall derrick condition, look for obvious bending ordistortion. Note that bent or missing members may have associateddamage (e.g., damage to attachment points).

– During the initial overall evaluation, concentrate on the critical load-bearing members, including front and rear derrick legs, A-legs, crown

beams, strongbacks, and stools.

– Next, view each piece of structural steel (i.e., member) in some order aspreviously discussed, and look for member faults, including dents, rips,deep scratches, bends, overly worn areas, rust, and cracks that havespread from welds. These faults all reduce the structural integrity of themember for one or more of the following reasons:



– Sharp corners or discontinuities (e.g., scratches, tears etc.)cause stress risers, which greatly increase the effects of fatigue.

– Permanently bending a member may cause high residual stress andintroduce a great deal of eccentricity, which can cause buckling inmembers that are loaded in compression. During an inspection, examinethe members attached to either end of permanently bent members fordistortion or bending.






– Small distortions or scars, which involve less than 10% metal loss (of theoriginal wall thickness) on fan braces or cross-bracing may be left un-repaired if the member is still firmly attached. When there is significantdamage to a CLB member, the professional engineer conducting theCategory IV inspection will provide a repair procedure.

7.3.4 Weld inspection

– Examine each weld using a systematic approach.


– A crack in the paint can indicate that the weld underneath is alsocracked, particularly if a thin line of rust follows the cracked paint. Lightlychip away all slag and loose paint from the weld surface when a flaw issuspected. Welds that are coated with rust, dirt, or slag must be cleanedso the entire weld is visible. Welds with cracks and missing welds mustbe flagged for repair.

– When inspecting for visible cracks in the weld material, the inspectormay also note conditions such as poor weld deposition, incompletepenetration, holes, porosity, undercutting, inclusions, surfaceirregularities, and missing weld. The inspector conducting the inspectionwill have the knowledge and experience to decide what requires repairand what does not require repair.

7.3.5 Crown assembly inspection

– The crown structure can be evaluated in the same way as the maststructure. Examine the welds using the criteria listed in section 7.3.4Weld Inspection, and evaluate the water table beams using theprocedure described in section 7.3.3 Member Inspection.

– Pay particular attention to the mounting beams for the shafts becausetraveling equipment contact will frequently cause serious damage in thisarea. Look for distortion, missing fasteners, and loose mounts.

– All sheaves must be removed, and all rotating parts must be thoroughlyexamined. Sheave grooves must be inspected with a groove gauge toestablish the amount of groove wear and the uniformity of the wear.Examine the edges of the sheave for impact damage or cracks, andevaluate the bearing for rough running, side play, or looseness.

– At this time, examine the bumper blocks, and ensure the wood blocks

are whole, secure, and all the line guards are in place. Be particularlyaware of items that may not be securely attached to the crown.

– If the mast includes a fif th wheel pin assembly, the pin must be inspectedannually. It is, therefore, convenient to include an inspection of the pinand plate at the same time as a Category IV derrick inspection. Theprocedure for a fifth wheel pin assembly inspection is covered in thisguide.






7.3.6 Mast raising system inspection

– The wireline mast raising system includes the spelter sockets, bridlelines, hook saddle, sheaves, and anchor points. It is good practice tostart the inspection with the bridle line anchor points and saddles, which

can be treated as welded members.

– The welds should be evaluated as described in section 7.3.4 WeldInspection, and the steel plate used in the saddle and mounting lugsshould be evaluated for damage as described in section 7.3.3 MemberInspection.

– In the case of raising system sheaves, it is necessary to inspect for wearusing a sheave gauge and check for sheave damage. Ensure that thewheel will turn freely and the line seats properly in the groove.

– NOTE: As a result of the high failure rate of some telescopic double mastraising systems, the raising wishbone and associated lines must be shopinspected once a year.

– The telescoping mast raising/locking system consists of a series ofplates, latches, pins, and mating holes. Check for wear or distortion onthe pins, holes, anchor pads, and latching plates. Irregularities inoperation are a good indication that the telescoping mast raising/lockingsystem needs repair.

– Hydraulic raising systems should be examined for corrosion, wear, orleaks in all hydraulic fittings, rams, and hoses.

– Mounting lugs, pins, and attachments can be evaluated in the same wayas other derrick assemblies.


– Bolted and pinned connections are also used for joining the structuralmembers used in drilling rig structures. A tight, complete bolted or pinnedconnection can generally be considered sound.


– If the pin or bolt shows signs of mechanical damage (e.g., mushroomedheads, bent pin or bolt, or cracks), it should be replaced. Connectionswith multiple pins or bolts must have all pins or bolts to be considered

sound.








7.3.8 Bridle line inspection

– The bridle line evaluation is completely described in the Bridle Line Assembly Inspection Procedure contained in this guide.

– Briefly, inspect the line for wear, corrosion, or damage.

– Evidence of wear takes the form of broken wires, particularly at thesocket ends, and elongation, in the form of a decreased diameter anddecrease in area caused by abrasion or cuts.

– If there is corrosion on the inner surfaces of the wires and pitting, the linemust be replaced.

– The line must be replaced if there is incidental damage, such as kinks,crushing, weld burns, or bird-caging.

– The cable ends should be free of cracks, distortion, or elongation of the

pinholes as well as missing or disintegrating resin in the socket.

– It is necessary to remove the bridle line in order to conduct an effectiveinspection.

7.3.9 Miscellaneous equipment and modifications

– As well as identifying faults, it is necessary to identify any additions orchanges to the structure. If there have been additions or changes to themast supports, brackets, braces, stands, and so forth, a senior drillingoperations person (drilling superintendent or above) must determinewhether it is necessary to perform an engineering analysis. In general, aprofessional engineer must review any addition or modification to the

derrick. The only exceptions are replacement fan braces or brackets thatmatch the size and design of the original equipment. It is not acceptableto weld on or cut the main members of a derrick for any reason.

– When reviewing the structure, it is important to discuss snag points withthe operators. Pay particular attention to the monkey-board area wheretraps for the drilling line or kelly hose could occur. Snag points are oftenthe result of some type of mast modification (e.g., to increase rackingroom) or as a result of wear and damage. If the operators report snags orevidence is found that contact is being made, notify the drillingsuperintendent immediately.

– Review miscellaneous equipment such as fall arrest posts,counterweights, crown stand, tong hangers, and so forth. All thesecomponents must be original or have documentation from an inspectingengineer. Refer to the Derrick Equipment Specification to ensure everyattachment and lug has a purpose and meets all associated regulations.

7.3.10 Dropped Objects Risk

– In all categories of inspection the review should include an evaluation ofpotential for objects to fall from height. Hazards would include equipmentthat is not permanently attached and which requires secondaryattachment, loose components, or material and tools which do notbelong overhead.







7.4.1 The person who will perform NDT should be a qualified Level II or higher NDTinspector under CGSB 48-GP-8M and act in accordance with ASTM E-709

specifications.

7.4.2 The most practical NDT method for substructure inspections is dry powder MPI.In this test, a magnetic field is induced in the metal structure, and any surfacecracks distort the magnetic field and set up north and south poles at the edges ofthe cracks. When iron powder is dusted over the weld, the magnetic poles attractthe iron powder to expose the crack.

7.4.3 When performing a visual inspection of a substructure, the Ensign inspectorneeds to mark the welds that s/he wishes to have magnetic particle tested.

7.4.4 When there is heavy rust or paint build-up, it may be necessary to sandblast andprime the areas to be magnetic particle inspected. When sandblasting is used,the blasted areas must be pained after the inspection is completed.

7.4.5 The joints that will require MPI will likely be on CLB members that are rusted,have badly made welds, or are questionable for any reason. It is better to over-test CLB members than to miss any weld faults.

7.4.6 Welds that have known cracks do not require testing.

7.4.7 When a concentration of weld faults is found, it is good practice to completelytest the welds in the surrounding area as well as the welds in the mirror membersof the structure.

7.4.8 The NDT inspector is required to mark and flag any weld faults found during avisual inspection or after MPI.

7.5 Mast Repairs

7.5.1 CLB member repairs

– Any damage to CLB members must be corrected by replacement, grindand fill, or straightening and must be evaluated by a professionalengineer. In general, it is good practice to repair any faults that exist inthe structural steel, even members that are not critical.

– The extent of a problem may not be fully visible because of equipment,checker-plate, or other obstructions that block the view. It is important toreveal as much of the damaged area as is reasonably possible. This will

help when assessing the extent of the damage and make repairs to thedamaged area much easier to complete and inspect.

7.5.2 Damage causes

– It is necessary to find the root cause of damage. Knowing whether theroot cause was human error, machine failure, or material failure mayaffect decisions about the best repair method. Once the cause isidentified, it is easier to find other areas on the derrick that may beaffected.






7.6 Auxiliary Equipment and Accessories(see the Derrick Equipment Specification)


7.6.2 Welded items must have documentation stating they passed nondestructivetesting (e.g., a magnetic particle inspection) with no defects found.




7.6.4 All chains or cables (excluding safety cables) wrapped around the mast structureshould be replaced with rated lugs and safety shackles.


7.6.6 All overhead bolts must have nuts that are prevented from vibrating loose. Thismeans that the nuts must be crimped or nylocked, or the bolt must have a holedrilled in it and have a safety pin through it to prevent the nut from unthreading.

7.6.7 Safety cable should be used as a secondary means of attachment in case ofprimary attachment failure (e.g., derrick lights, survey sheave pin with hole, SRLetc.).



7.7.1 Once the required repairs have been made to the derrick, the final inspectionmust be performed.

7.7.2 Typically, the certifying engineer will perform the final inspection.

7.7.3 The purpose of the final inspection is to ensure that all the repairs recommendedin the initial inspection are complete, and the repairs meet an acceptablestandard. This includes ensuring that the recommended repair materials wereused, and the repair, welding procedures, and results are acceptable. If not, theinspector must ensure that corrective actions are taken.

7.7.4 The supervisor of this inspection must ensure that the Ensign Derrick Inspectionand Dropped Objects Checklist is reviewed and complete.

7.7.5 A final inspection is not complete until there is no additional recertification workrequired on the derrick.

7.7.6 At this point, the certifying engineer will generate a certification document. Thisdocument should include the following information:

– Static hook load rating (daN) with maximum lines strung

– Clear height






– Author of repairs, date, and location of repairs

– Name of manufacturer

– Date of manufacture

– Mast serial number

– Complete documented results of the Category IV inspection

– Date and period of certif ication

8.0 REFERENCED DOCUMENTS

8.1 The following documents were used as references for this procedure:

8.1.1 API 4F, Specification for Drilling and Well Servicing Structures

8.1.2 ASTM E 709, Standard Guide for Magnetic Particle Examination

8.1.3 CAODC RP 1.0A, Substructure Inspection and Certification

8.1.4 Rig Supervisors’ Manual , Overhead Equipment Inspection and Certification

8.1.5 AWS D1.1 (excluding sections 2.3.2.4, 2.5, 8.13.1, 9, and 10),

8.1.6 CSA W59-03, Welded Steel Construction (Metal Arc Welding)






ATTACHMENTS



Title:Doghouse Raising SystemCategory III Inspection




DOGHOUSE RAISING SYSTEMCATEGORY III INSPECTION

PROCEDURE












1.0 PURPOSE

A Category III inspection is conducted to identify defects in the doghouse raising system andensure any defects are repaired.

2.0 SCOPE

This document describes the inspection of the doghouse raising system, including the wireline, u-clamps, thimble and swage fittings, D ring, sheaves and sheave brackets, and doghouse footplates.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Conduct this inspection according to the instructions in this document.

3.1.2 Complete a Doghouse Raising System Inspection Checklist and Equipment

Category III Inspection Record.

4.0 RECORDS

4.1 Return one copy of the Doghouse Raising System Inspection Checklist and EquipmentCategory III Inspection Record to the records coordinator or Asset Management.





5.1 Make sure the doghouse is secure in the extended position before removing thewirelines.

5.2 Fall protection must be used if accessing any point on the water tank that is 10 feet (3 m)or more above the ground or when a fall from a lower height involves an unusual risk ofinjury.



6.0 INSTRUCTIONS

6.1 Wireline

6.1.1 The doghouse lift line(s) should be removed from the doghouse and water tankand spread out on a dry surface where its entire length can be inspected fordefects.







6.1.2 Close inspection must occur at those points where the wire rope will experienceits highest stresses. This includes those sections in contact with sheaves andend attachments.

6.1.3 During an inspection of these

critical points, measure thediameter, examine the lay length,and record the presence of anybroken wires. One lay length isthe length required for a singlestrand to make one complete turnaround the core of the rope. ADoghouse Raising SystemInspection Checklist must becompleted for each line or segment of line.

6.1.4 Doghouse lift lines must be rejected if

– physical damage exists, including doglegs, rust, k inks, bird-caging, or flattened wires;

– six or more randomly distributed wires are broken in one rope lay or three or more wires are broken in one strand in one lay; or

– the nominal rope diameter has decreased by more than 2 millimeters.

6.2 End Attachments

6.2.1 End attachments must be examined using a complete 360

o

approach.


6.2.3 The inspection of rope ends should also include the condition of the thimbles,swaging sleeves, and D ring.

6.2.4 The doghouse lift lines must be rejected if there are more than two broken wiresat the attachment points.

6.2.5 It is not permitted to repair or grind on the end attachments.








6.3.1 All sheaves must be rotated by hand and examined around their entire diameterfor groove depth, width, and contour. When using a groove gauge, the gauge

must make contact with the groove over a 150o arc.


– There is a gap under the gauge,which indicates that the sheaveshould be replaced or re-grooved.




– There is excessive side-play or wobble.

6.4 Sheave-Mounting Brackets and Doghouse Foot Plates

6.4.1 The welds on all sheave-mounting brackets and doghouse foot plates should bevisually examined for corrosion and weld deterioration.

6.4.2 Welds that appear to have been repaired or built up should be investigated fully,including the repair history.

6.5 Lubricating Rope Before Reinstalling

6.5.1 In order to achieve the maximum life for all wire rope and ensure they are safe,make sure the wire rope is properly lubricated with light, penetrating lube oil.Suggested products include the following:

– Bri Lube 35, which can be purchased in 14.5-gallon (55-liter) pails.

– Forsythe Class Lube 32, which is an aerosol product.

6.6 Fastening Wire Rope Ends

6.6.1 When tightening the u-clamps over the wire rope, make sure the two nuts aretightened evenly and to a final torque of 120 foot pounds for ¾” wire rope.

6.6.2 NOTE: The wire rope inspection is probably being performed while the doghouseis pinned in the extended position. Lower the doghouse using normal safeoperating procedures, and then immediately return it to the extended mode andrecheck the u-clamp nuts for proper tightness.



Title:Doghouse Raising SystemCategory IV Inspection




DOGHOUSE RAISING SYSTEMCATEGORY IV INSPECTION

PROCEDURE












1.0 PURPOSE

A Category IV inspection is conducted to identify defects in the doghouse raising system andensure any defects are repaired.

2.0 SCOPE

This guide describes the Category IV inspection of the doghouse raising system, including thewireline, u-clamps, thimble and swage fittings, D ring, sheaves and sheave brackets, anddoghouse foot plates.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Perform this inspection according to the instructions in this document.

3.1.2 Complete a Doghouse Raising Line Inspection Checklist.

3.1.3 Replace the wire rope if it has not been replaced during the past 10 years. If therope was replaced during this period, then inspect the rope in the same way itwas inspected during the Category III inspection (see section 6.0).

3.1.4 Have a magnetic particle inspection (MPI) conducted on all sheave mountingbrackets.

4.0 RECORDS

4.1 Send one copy of the Doghouse Lift Line Inspection Checklist to the records coordinator or Asset Management.

4.2 Send a copy of the MPI certification to the records coordinator.





5.1 The doghouse lift lines should be removed from the doghouse and water tank.

5.2 Make sure the doghouse is secure in the extended position before removing thewirelines.


5.4 Fall protection must be used if accessing any point on the water tank that is 10 feet (3 m)or more above the ground or when a fall from a lower height involves an unusual risk ofinjury.








6.0 INSTRUCTIONS

6.1 Wireline

6.1.1 Replace the wire rope if it has not been changed during the past 10 years. If therope was replaced during this period, then proceed with the rope inspectiondescribed below.

6.1.2 The doghouse lift line(s) should be removed from the doghouse and water tankand spread out on a dry surface where its entire length can be inspected fordefects.

6.1.3 Close inspection must occur at those points where the wire rope will experienceits highest stresses. This includes those sections in contact with sheaves andend attachments.

6.1.4 During an inspection of thesecritical points, measure thediameter, examine the lay length,and record the presence of anybroken wires. One lay length isthe length required for a singlestrand to make one complete turnaround the core of the rope. ADoghouse Raising Line InspectionChecklist must be completed foreach line or segment of line.

6.1.5 Doghouse lift lines must be rejected if

– physical damage exists, including doglegs, rust, k inks, bird-caging, orflattened wires;

– six or more randomly distributed wires are broken in one rope lay or three or more wires are broken in one strand in one lay; or

– the nominal rope diameter has decreased by more than 2 millimeters.







6.2 End Attachments

6.2.1 End attachments must be examined using a complete 360o approach.


6.2.3 The inspection of rope ends should also include the condition of the thimbles,swaging sleeves, and D ring.

6.2.4 The doghouse lift lines must be rejected if there are more than two broken wiresat the attachment points.

6.2.5 It is not permitted to repair or grind on the end attachments.


6.3.1 All sheaves must be rotated by hand and examined around their entire diameterfor groove depth, width, and contour. When using a groove gauge, the gaugemust make contact with the groove over a 150

o arc.


– There is a gap under the gauge,which indicates that the sheaveshould be replaced or re-grooved.




– There is excessive side play or wobble.

6.4 Sheave Mounting Brackets and Doghouse Foot Plates

6.4.1 The welds on all sheave-mounting brackets and doghouse foot plates must haveMPI conducted by qualified personnel.

6.4.2 MPI can be performed on painted surfaces provided the surfaces are clean.

6.4.3 A copy of the MPI report must be forwarded to the records coordinator.

6.5 Lubricating Rope Before Reinstalling

6.5.1 In order to achieve the maximum life for all wire rope and ensure they are safe,make sure the wire rope is properly lubricated with light, penetrating lube oil.Suggested products include the following:

– Bri Lube 35, which can be purchased in 14.5-gallon (55-liter) pails.

– Forsythe Class Lube 32, which is an aerosol product.







6.6 Fastening Wire Rope Ends

6.6.1 When tightening the u-clamps over the wire rope, make sure the two nuts aretightened evenly and to a final torque of 120 foot pounds for ¾” wire rope.

6.6.2 NOTE: The wire rope inspection is probably being performed while the doghouseis pinned in the extended position. Lower the doghouse using normal safeoperating procedures, and then immediately return it to the extended mode andrecheck the u-clamp nuts for proper tightness.



INSERT TAB TITLED:

Drawworks Brakes



Title: Drawworks Main Brakes Inspection Type: Inspection Procedure



DRAWWORKS MAIN BRAKESINSPECTION PROCEDURE





Title, Rev# Change EPC Paul Meade-Clift Nov 04, 09 1






1.0 PURPOSE

This document provides the information and guidelines necessary for adjusting and maintainingthe drawworks main (band) brakes. This information is meant to supplement the manufacturer’sdocumentation or provide guidance when the manufacturer’s information is not available.

2.0 SCOPE

Drawworks from many different manufacturers are covered in this guide, and therefore, there areno specific recommendations for any one particular set of brakes. The generic recommendationsthat are made, however, should apply to most brake systems. A copy of the Drawworks MainBrakes Inspection Checklist, which is a checklist that covers Categories I through IV inspections,is included in this Equipment Inspection Procedure & Frequency Guideline. As with anyinspection, a certain degree of good judgment must be used when inspecting brakes, and theinformation contained in this guide should be treated as an aid to performing competent andcomplete brake inspections. The checklist should be followed during inspections, and the guideshould be used as a reference for inspection procedures and to help evaluate the results of theinspection. If in doubt about any part of the inspection or this guide, please contact the drillingsuperintendent or Engineering.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 It is the responsibility of the rig manager to ensure inspections are completed anddocumented.

3.1.2 An experienced rig manager or a mechanic can complete Category IIIinspections. The Drawworks Main Brakes Inspection Checklist is a guide for aninspector.

3.1.3 A journeyman tradesman or OEM (original equipment manufacturer) agent may

perform a Category IV inspection and results must be reviewed by an individualappointed by Ensign.

3.1.4 A competent operator must perform nondestructive tests (NDT).

4.0 RECORDS

4.1 Category III and Category IV brake inspections must be noted on the tour sheet.

4.2 In addition to noting the inspection on the tour sheet, it is necessary to complete anEquipment Category III Inspection Record or a third-party Category IV record and theDrawworks Main Brake Inspection Checklist. Send one copy of all documents to theequipment coordinator or Asset Management.









5.1 The Category III or IV inspection must be completed with the guards and brake bandsremoved. Use the lock-tag-try system to ensure no power can be applied to thedrawworks when removing the guards and the brake bands.

5.2 Proper PPE (e.g., steel-toed boots, safety glasses, hard hat etc.) must be wornthroughout brake inspections.

6.0 INSTRUCTIONS

6.1 Description of Drawworks Band Brake Systems

6.1.1 Ensign Energy Services Inc. has a large assortment of drawworks from manydifferent manufacturers in its fleet. It would be impractical to describe every oneof them, but most braking systems are very similar and contain a number ofcommon components.

6.1.2 Figure 1 shows 2 one-piece brake bands, the primary and secondary shafts, andthe secondary-to-primary link of a common system. Everything past the dead endof the bands has been omitted for clarity.

6.1.3 The brake lever is attached in one of three ways: (1) directly to the primary shaft,(2) directly to the secondary shaft, or (3) it is linked to the secondary shaft off athird shaft.

6.1.4 The dead end is always held stationary while the live end is pulled, by pushingdown on the brake lever, to tighten the bands around the rims. The live ends ofthe bands are sometimes located above the primary shafts, and there are oftenadditional links between the band live ends and the primary shafts. In some






systems, the live-end linkage is run through the dead-end linkage in a scissors-like configuration.

6.1.5 Two common equalizer assemblies can be seen in Figures 2 and 3. The live-endlinkages have been omitted for clarity. Figure 2 shows a rigid equalizer with two

adjustable eyebolts, and Figure 3 shows an adjustable equalizer with fixed-lengthlinkages.






BRAKEBLOCK

ROLLER

LIVE ENDDEAD END

EQUALIZERBRAKE LEVER

BRAKE BAND

Figure 4

6.1.6 Figure 4 shows a complete brake assembly, except for the brake rims. The brakebands are usually acted on by a combination of rollers (see Figure 4), retainingsprings, and/or retaining blocks. These mechanisms help to hold the bands awayfrom the rims when the brake is disengaged. Most drawworks brakes are

variations of the brakes shown in this guide; however, Emsco brakes have a two-piece brake band, with most of the linkages on the backside of the drum insteadof the front. Emsco brakes also have a number of other differences that will notbe covered here. Most differences seen in brake designs are a result of theamount of wrap angle each manufacturer desires for their bands. A moderatewrap angle of 280 degrees results in a much simpler design than an aggressivewrap angle of 330 degrees or more. The greater the wrap angle, however, themore mechanical advantage is gained, which is why some manufacturerssacrifice simplicity for increased wrap angles.

6.2 Braking Theory

6.2.1 When a force is applied to the brake handle, this force is transmitted to the liveend of the brake bands through a series of linkages and the primary andsecondary shafts. The force that acts on the band’s live ends is many times






greater than the force applied at the handle because of the mechanicaladvantage of the linkage system.

6.2.2 The mechanical advantage is increased even more because of the self-energizing property of these brakes. Figure 5 shows the drum rotating in the

direction where the blocks will be lowered. When the brake is applied, the frictionof each brake block adds to the pull on the bands, which increases the force fromthe live end to the dead end, seen at each point on the band. This means twothings: (1) The forces at the dead end are several times greater than at the liveend, and (2) the pressure of the brake blocks against the rims increases from thelive end to the dead end. This is why the blocks located closest to the dead endwear out first.

6.2.3 When the traveling blocks are hoisted, the self-energizing mechanical advantageis lost, and more force is required at the brake handle for the same brakingability.

6.3 Components

This section describes the important features and considerations of each brakecomponent. The subsection number (6.3.1, 6.3.2, 6.3.3 etc.) is referenced on theDrawworks Main Brakes Inspection Checklist.

6.3.1 Brake blocks

– Brake blocks can be asbestos or non-asbestos. Asbestos blocks arereadily available and provide good friction. Non-asbestos blocks areenvironmentally sound, they will not absorb water or other liquids, they

DRUM

BRAKE BAND RIM

LIVE END

DEAD END

50°-60°IN APPLIED

POSITION

BRAKE

HANDLE

ROTATION

Figure 5






deal with heat better than asbestos, and they have comparable frictionalproperties. The use of either type is acceptable.

– With a properly maintained and adjusted brake assembly, it is possible towear down the first one or two brake blocks closest to the dead end by

50% or more. There are, however, two concerns with reaching this kindof wear:

– The block bolts can become exposed and damage the rims.

– The brake bands must flex more, which requires more force atthe brake handle and fatigues the bands faster.

– It is recommended that the complete set of brake blocks should bechanged once any of the blocks wear to 50% of the original thickness orsooner if the brake operation becomes restricted. Always change acomplete set of blocks for both brake bands at the same time, andalways use mounting bolt plugs.

– Wiper blocks: Wiper blocks perform two functions: (1) They clean therims and keep them clear of any build-up, and (2) they help distribute theband-to-rim pressure around the rims more evenly. They are made of aharder material than the brake blocks and wear at a slower rate. Installthe wiper block in the second block position from the dead end of theband. When more than one wiper block is used per band, stagger themin a 2, 4, 6 etc. configuration. Some rig managers have found that wiperblocks cause adjustment problems; therefore, the use of wiper blocks isnot mandatory.

6.3.2 Brake bands

– The brake bands are the weakest part of the brake assembly . The

fatigue they experience from continuous flexing causes the steel tobecome brittle after a period of time. Microscopic cracks develop andeventually grow large enough to cause a break in the material. This is anunavoidable process that must be monitored so the bands can bechanged before they become a potential problem. Most brake failuresoccur in the bands; therefore, the bands require close scrutinywhen conducting brake inspections.

– Use care when working with brake bands. Do not use cat lines orhoisting lines to remove them, and avoid hammering or prying on theedges.

– Inspect the bands for cracks, nicks, gouges, deformations, twisting, out-

of-roundness, and egged or enlarged pin holes.

– Small nicks can be filed out, and minor out-of-roundness can behammered back to shape by a qualified machine shop. For more seriousfaults, properly repair or replace the bands. Cracking in the welds can becaused by faulty welding procedures and may be repairable, but neverweld on a band without the consent of Engineering and conducting MPI.

– Any cracks in the plate indicate that the bands have reached theirfatigue limit, and both bands must be changed as soon as possible.






6.3.3 Rims

– Rims rarely require cleaning, but if they do, use a brake-specific, residue-free, cleaning fluid. Never clean the rims with gasoline, diesel, bleach, orsimilar products because they leave a film that can be absorbed by the

brake pads and significantly reduce the pads’ frictional properties orcause corrosion. Do not let the brake blocks become exposed to anyliquids.

– Rims will often become glazed, which will reduce their frictional and heat-shedding properties. Rim deglazing can be done by lightly grinding thesurface or by burning in a deglazing compound, such as Bon Ami,diatomaceous earth, or ground-up hard block. Check with the purchaserif it is necessary to use a deglazing compound. The ammoniumphosphate/ammonium sulphate-based powder found in most ABC fireextinguishers can also be used for deglazing if a proper compound isunavailable.

– Drawworks rims contain a hard surface layer. When this layer is wornthrough, damage to the rims will occur very rapidly. Manufacturersprovide wear tolerances for their rims, as does IADC Drilling Manual,Section F2, which has been included after this guide. See Section F2 fordetails about properly measuring rim wear.

– The cooling system is an important part of the brakes. Heat generatedfrom the friction of braking must be removed or it will cause rim glazing,brake pad overheating, and rim and band warping. Problems with thecooling system can be caused by an undersized or weak pump or a buildup of scale inside the rim water jacket.

– There is an easy test for determining if scaling is a problem. The testinvolves comparing the flow rate of the cooling fluid before the rims to the

flow rate after the rims. First, disconnect the piping before the rims, andmeasure the time it takes to fill a container with cooling fluid. Next,measure the time it takes to fill the same container with cooling fluid froma disconnected pipe just after the rims. A substantial difference couldindicate a significant build up of scale. Follow the recommendations forremoving scale in the water jacket found in IADC Drilling Manual, SectionF2.

6.3.4 Live-end linkages

– The live-end linkages are subjected to a large amount of wear becauseof the degree of motion they undergo. The limiting factor for wear on live-end connections, however, is not only breaking strength, but also

allowable brake play. A new brake assembly with no wear will have verylittle play in the linkages and, therefore, little play at the brake handle. Insome brake systems, however, a small amount of wear in the linkagestranslates into a comparatively large amount of play at the brake handle.Too much play will result in over-adjusted brake bands, poor brakeperformance, and other undesirable effects, such as mushiness, brakepad drag, and brake handle kick-back.

– The amount of brake handle play can be determined, with the blockshung, by restraining the primary shaft with pipe wrenches and thenmoving the brake handle up and down to find the angle of freemovement. Make sure to apply the pipe wrenches at the ends of the






or other deformations in all parts of the mechanism, including threadsand nuts.

6.3.8 Pins

– When inspecting pins and pin holes, wear is the primary concern, butany cracks, nicks, gouges, bending, or other flaws should not beoverlooked. As a general rule,

1/32” (0.8 mm) or more clearance between

the pin and pin hole or sleeve is unacceptable.

– On the live-end linkages, pin connections should be repaired whenexcessive wear is found or when there is excessive play in the brakelever.

– On the dead-end assembly, pin connections need to be repaired whenvisible wear is detected, which should be well before

1/32” (0.8 mm) of

wear is reached.

– In some cases, oversized pins, bored pin holes, or sleeves may beacceptable ways to repair wear, but Engineering should be consultedbefore this is done. When inspecting pins, watch for oversized pins,bored pin holes, and mismatched pin or pin hole sizes from one side ofthe brake assembly to the other. If any of these conditions are found,Engineering must be contacted in order to ensure the integrity of thebrake system.

6.3.9 Crown block saver

– The crown block saver is a pneumatically operated device that engagesthe drawworks brakes and cuts power to the drawworks whenever thetraveling block travels too high in the derrick. The device has apneumatic cylinder that is attached to the primary brake shaft. The

trigger is located at the drum and is tripped by the wireline spooling onthe drum. The trigger should be adjusted so the blocks stop a safedistance from the crown. Inspection of the crown block saver includes adaily test for proper function as well as regular visual checks for cracks,wear, deformations, or other faults.

6.4 Brake Glazing

6.4.1 If the performance of the brake system (or clutch) has deteriorated, and glazingis suspected, check the adjustment and for adequate cooling first, then evaluatethe pad surface. Glazed friction materials look hard and shiny, not dull and soft,which is the normal appearance of brake blocks. Glazing is caused when thebinder chemicals in the pads flow to the pads’ surface and the brake rim

temperature is insufficient to burn it off. The shiny material then deposits on thebrake block or the flange. This can occur when brake materials are incorrectlymanufactured or when new pads are subjected to a series of quick, hard stops.The best procedure for breaking in new pads involves bringing the brakes up tofull temperature gradually.

6.4.2 To deglaze a brake pad, the glazed material must be sanded off. The best wayto remove glaze is to remove the pads, soak or spray them with brakecleaner/contact cleaner (available on the want list or at auto supply stores), andthen use wet/dry sanding paper with a curved sanding block. When removing thebands is not practical, an alternate method involves applying an abrasivebetween the pads and the brake flanges. Suitable materials include Bon-Ami






(Borax), cement powder, aluminum oxide, or carborundum dust. Please note that ABC fire-extinguisher powder can be used, but it is not recommended becauseany fire extinguisher that has been used for brake-band conditioning is notavailable for fire fighting.

6.4.3 When the brake problem includes oil or grease on the bands, the same solvent(i.e., brake cleaner or contact cleaner) should be applied, and then an absorbentmaterial, such as diatomaceous (fullers) earth, volcanic rock, or floor dry, shouldbe applied to absorb the foreign material.

6.4.4 If the above materials are not available, do not substitute other solvents orpowders. Many solvents, such as diesel, Varsol, and kerosene, leave an oilyfilm, and other powders may act as solid lubricants. If you require assistance orthe problem persists, please contact Engineering or the drilling superintendent.

6.5 Adjustment and Maintenance

6.5.1 A properly maintained and adjusted brake assembly will help ensure the properoperation of the brake system and minimize wear. A brake system in goodcondition will have the following characteristics:

– The brake handle will be 50 to 60 degrees off vertical when fully applied,as seen in Figure 5.

– The equalizer will have a balanced adjustment, and both bands willcontribute equally to the braking action.

– Any return springs, band rollers, or support blocks will be adjusted sothat no brake blocks drag on the rim surface when the brake is released.

– None of the brake blocks will be worn down by more than 50% of theiroriginal thickness.

– The brake rims will not be worn beyond the acceptable limits describedin IADC Drilling Manual, Section F2.

– The cooling system will be operating properly and provide adequatecooling.

– All grease fittings will receive an adequate supply of grease (water-resistant NLG0 or NLG1).

– No part of the brake assembly will be worn or fatigued to the point wherethe mechanism no longer operates properly, and no part of themechanism will be in danger of failing.

– Play in the brake handle will not be excessive.

6.5.2 As the blocks and linkages wear, the applied angle of the brake lever willincrease. The applied angle, as shown in Figure 5, is the angle from verticalwhen the brake lever is in the fully engaged position. Most manufacturers designtheir brakes to operate best with the brake lever in the 50 to 60 degree range.When the brake lever travels beyond 60 degrees, a number of detrimental effectscan occur:

– The brakes will become mushy when applied.






0.58 hd 0.84

d

h

Figure 6

– It will become more diff icult to keep the brake blocks from dragging onthe rims when the brakes are disengaged.

– The band-release action will be restricted, which can cause kick-back inthe brake handle.

6.5.3 It is recommended that brakes should be adjusted once an applied angle of 60degrees or more is reached in order to avoid these problems.

6.5.4 Apart from the reduced eff iciency that will result from reaching 60 or moredegrees, the handle will also operate noticeably lower than it should. Theseconditions indicate that readjustment is required.

6.5.5 An adjustment range can be determined, as shown in Figure 6, by measuringback from the brake handle pin to an arbitrary point and calling thatmeasurement d. Then measure from the arbitrary point straight up to the brakelever while the brakes are fully applied and call that measurement h. Then divideh by d, and the value should be between 0.58 and 0.84. If it is less than 0.58,then it is time to adjust the brakes.

6.5.6 The brake handleapplied angle will bereduced by tighteningthe adjusters. Caremust be taken totighten the adjustingmechanisms equallywhen there are twomechanisms. Thiscan be done byensuring that theequalizer remains

level when the brakesare applied. Onlytighten the adjusters enough to bring the brake lever applied angle back to the 50to 60 degree range. Tightening the brake adjusters changes the position of thebands around the rims, which may necessitate adjusting the springs, rollers, orsupport blocks to maintain pad-to-rim clearance when the brakes are released.

6.5.7 There are often keepers in place to restrain the movement of the equalizer.Keepers are used in case a component on one side breaks. This ensures thatthe unbroken side will still be operational. To adjust each keeper, disconnect thebrake band on one side and adjust the keeper on that side so that the other bandwill tighten on the rim before the brake handle hits the floor or rotates past itsusable range. Once that side operates satisfactorily, repeat the procedure for the

other side. Some equalizers do not have keepers because the mountingassembly restrains the equalizer. However, they should still be checked foradequate operation with each band, in turn, disconnected.


6.6.1 There are many different nondestructive testing (NDT) methods, includingultrasonic tests and MPI tests:

– Ultrasonic tests use high-frequency sound waves to detect flaws in amaterial. This technique is very effective for testing pins, and it can beused to detect surface and internal flaws.






– MPI tests use magnetic waves to detect flaws. The most common type ofMPI testing (AC) can only find surface flaws and will not detectsubsurface flaws. Despite this drawback, it is the most popular methodfor testing brake components and welds because of the portability and

easy operation of the testing equipment.

6.6.2 It is very important to prepare the surface of all components and welds that willbe tested, but this preparation is often neglected. The brake bands, pins,equalizer adjusters, and other components to be tested should be thoroughlycleaned. Any weld surfaces to be tested should have all grease, dirt, paint, andrust removed so that the bare metal is exposed. If a wire brush or buffing wheelis inadequate to remove paint or rust build-up, then sandblasting may benecessary. A poorly prepared or unprepared surface will degrade the results ofthe test and could cause a serious flaw to be missed. All this preparationshould be done before the NDT inspector arrives to do the testing . Be sureto paint over any exposed welds or nonlubricated surfaces after testing iscomplete to prevent rust.

6.6.3 The brake bands are the most critical components to test and should be checkedvery carefully. Cracks will develop in the welds and plate where the bands arewelded or riveted to the pin connections. Weld cracks will develop quickly ifimproper weld procedures were originally used, but a qualified welder can oftenrepair these welds. Cracks in the band itself should never be repaired; the bandsneed to be replaced. The equalizer adjusters, whether they are eyebolts,turnbuckles, or similar devices, are also susceptible to cracks and need to bechecked carefully. The mounting structure for the equalizer will be welded to thedrawworks frame. These welds are subjected to high loads and also need to betested. In most cases, the load-bearing pins will be replaced because ofexcessive wear before fatigue can cause significant cracks; however, it is goodpractice to test them.

6.6.4 If none of these components show any problems after testing, then good judgment can be used to assume that the rest of the brake components will alsobe in good condition and do not require testing. If, however, cracks are found insome of the tested components, or if excessive wear has been found, or if youhave any doubts about any of the other components, then testing should be doneon the primary, secondary, and brake handle shafts, any live-end linkages, thebrake handle, and the equalizer.



INSERT TAB TITLED:

Drilling Line



Title: Drilling Line Inspection Type: Inspection Procedure



DRILLING LINEINSPECTION PROCEDURE








Title: Drilling Line Inspection Type: Inspection Procedure



1.0 PURPOSE

The following procedure provides guidelines for the operation and inspection of the drilling linesystem. Inspection of the line must be performed continually; however, a detailed inspection isnormally conducted during the slip and cut process.

2.0 SCOPE

With these guidelines, the rig manager and driller can maintain the drilling line, sheaves, andanchors associated with the drilling line.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 The rig manager is responsible for teaching the driller how to conduct wirelineinspections and monitoring the slip and cut program.

3.1.2 The rig manager must ensure the records are current and JSAs are available andin use for all processes.

3.2 Driller

3.2.1 The driller is responsible for maintaining the ton-mile (work) record andinspecting the various components connected to the wireline.

3.2.2 The driller is responsible, under the direction of the rig manager, for inspectionsand the slip and cut process.

4.0 RECORDS

4.1 Slip and cut activity must be noted on the tour sheet.

4.2 The ton-mile record must be maintained in the record book provided for this purpose.

4.3 Rig managers must keep hard copies of completed slip and cut records in the rig files.

4.4 Any damage or abnormalities found must be noted on the tour sheet and reported to therig manager.




5.3 Review appropriate JSAs.

5.4 When using a disc cutter, be aware of sparks, disc fragmentation, and fumes.

5.5 To stop the twist from being transferred from the old line to the new line, never weld thenew drill line to old drill line.

5.6 Be aware of wickers when handling the drilling line. Never let the drilling line slide throughyour hands.



Title: Drilling Line Slip and Cut Type: Inspection Procedure



DRILLING LINESLIP AND CUT PROCEDURE




Issued for Approval EPC Paul Meade-Clift Oct 07,09 0


Addition: 6.0 Criteria for Removal EPC Paul Meade-Clift Feb 23, 10 2






1.0 PURPOSE

The drilling line slip and cut procedure is conducted to obtain maximum rope service without jeopardizing the safety of the rig operation. If too much wire rope is cut off or cuts are made toofrequently, there will be a waste of usable drilling line, which will result in higher than necessary

rig operating costs.

2.0 SCOPE

This document provides guidelines for the application of variable-length or fixed-length slip andcut procedures.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 The rig manager is responsible for monitoring the slip and cut program andwireline inspections.

3.1.2 Ensure the slip and cut program is followed throughout the life of the entiredrilling line. This program is based on work (ton-mile) records; therefore, it iscrucial to keep accurate records.

3.1.3 The rig manager must ensure the records are current and JSAs are available andin use for all processes.

3.2 Driller

3.2.1 The driller is responsible for maintaining the ton-mile (work) record andinspecting the various components connected to the wireline.

3.2.2 The driller is responsible, under the direction of the rig manager, for the slip and

cut process.

4.0 RECORDS

4.1 Slip and cut activity must be noted on the tour sheet.

4.2 The ton-mile record must be maintained in the record book provided for this purpose.

4.3 Rig managers must keep hard copies of completed slip and cut records in the rig files.

4.4 Any damage or abnormalities must be noted on the tour sheet and reported to the rigmanager.




5.3 Review appropriate JSAs.

5.4 To stop the twist from being transferred from the old line to the new line, never weld newdrill line to old drill line.






5.5 Be aware of wickers when handling the drilling line. Never let the drilling line slide throughyour hands.

5.6 Disengage the Crown-O-Matic to prevent it from being activated when spooling the line.

5.7 Always fasten the drilling line securely before cutting, and lower the cut line to the groundwith a hoist.

5.8 Suspend blocks/top drive according to rig-specific JSA.

5.9 Re-engage and adjust the crown saver after conducting the slip and cut procedure.

6.0 BASIC CRITERIA FOR REMOVAL

A visual inspection should be performed as part of the slip and cut procedure.If damage is found, slip and cut enough to remove damaged wire.

6.1 Wire rope must be removed from service if there are 6 or more randomly distributed wiresbroken in one rope lay or 3 or more wires broken in one strand in one lay.

6.2 A reduction of more than 2mm in the wire rope’s diameter indicates that it should beremoved from service. A reduction in the rope’s diameter is commonly the result of wearand corrosion. If corrosion is an issue, there will usually be some evidence of rust on theexterior of the rope. Wear may be a result of abrasion or a condition of low hook load andfrequent load cycles.

7.0 INSTRUCTIONS

7.1 Slip and Cut Program

7.1.1 Objective

– Calculating the amount of work done by the drilling line provides anaccurate method for determining when and how much drilling line to slipthrough and cut off. The objective of spreading the rope wear along thelength of the line can be accomplished best by cutting lengthsproportional to the accumulated ton-miles. To accomplish the appropriatecut, it is necessary to maintain a consistent count of ton-miles for eachfoot of rope cut.

7.1.2 Ton-Miles or Ton-Mile Goal

– Definition: In technical terms, work is measured in foot-pounds or joules. In order to calculate how much work has been done by the wirerope, multiply the weight being lifted by the distance it is raised andlowered. On a drilling rig, the loads and distances are so great that it isnecessary to use megajoules (MJ) or ton-miles. One ton-mile equals10,560,000 foot-pounds and is equivalent to lifting 2,000 pounds adistance of 5,280 feet. The metric equivalent is megajoules, which isapproximately equal to lifting one metric tone (1,000 kg) one kilometer.There are approximately 14.3 megajoules in one ton-mile. To simplifythe calculation, the wire rope manufacturer’s tables will be suppliedin ton-miles (or megajoules). These tables will provide a list of workaccomplished at different depths.






– Limitation: During operations where low loads and frequent blockmovement is experienced (i.e., frequent trips), the wireline may wear asa result of fatigue before the ton-mile target is reached. Slip and cutshould take place based on visual clues. In this case, it is necessary tomaintain consistent cut-off lengths.

7.1.3 Methods

– The slip and cutting program can be performed using either of the twofollowing methods.

Method 1: Fixed rate of cut Method 2: Variable rate of cut

Fixed target ton-miles or megajoules Ton-mile/foot or megajoule/meter

The target value is provided by the ropemanufacturer.

The target ratio is provided by Ensign Engineering orthe wire rope manufacturer.

The drill line is cut immediately when the ton-miles’ (megajoule) target is reached.

The drill line is cut based on a decision by the rigmanger and when the cut does not delay the drillingactivity.

The total ton-miles is based on the followingsteps:

Use the rope manufacturer’s tables tocalculate the following:

1) Excess force due to collars2) Add on excess force of blocks to

determine the total excess force3) Total work done (MJ)4) Determine the correction factor

based on mud density5) Multiply MJ by mud density

correction factor and obtain final MJ

The amount of line to be cut is based on the followingformula:

Amount of cut (m) =

Accumulated ton-mile since the last cutThe target (ton-mile)

Accumulated MJ since the last cutThe target (MJ/m)

Cut the length specified when the accumulatedton-mile (MJ) reaches the target.

Do not cut the same length every time. Cutting thesame length may not distribute the rope wear alongthe line. The wear point may go back to the samelocation that caused the wear.

ALERT: Do not exceed recommended maximum workton-mile (MJ).

ATTENTION: Visual inspection of the wire rope by the rig crew must take precedence over anypredetermined calculations.

7.1.4 Instructions

– Do not exceed the ton-mile (MJ) goal shown on the program for your riguntil one complete string-up length has been slipped through the system.

– If no long cuts are required and it is believed that more service can beobtained from a line, the goal may be raised 1 ton-mile/foot cut (50MJ/meter). This procedure should be followed until the optimum goal isfound.






7.2 Wire Deterioration and Probable Causes (see API 9B)

Problem Probable cause

Rope broken (all strands) Overload resulting from severe impact, kinking,localized wear, weakening of one or more strands,or a rust-bound condition and loss of elasticity:investigation required

One or more strands parted Same as for broken rope plus fatigue, excessivespeed, slipping, or running too loosely

Excessive corrosion Lack of lubrication

Rope damage Bad handling when hauling to the well or location

Premature breakage of wires Frictional head developed by pressure andslippage, regardless of the drilling depth

Reduction in tensile strength or damage to rope Excessive heat as a result of careless exposure to

fire or torch

Spiralling or curling Allowing rope to drag or rub over pipe, sill, or anyobject during installation or operation. It isrecommended that a block with a sheave diameter16 times or larger than the nominal wire-ropediameter should be used during the installation ofthe line.

Bird-caging or core popping Sudden unloading of line, such as hitting fluid withexcessive speed, improper drilling motion or jaraction, use of sheaves with too small a diameter, orpassing the line around sharp bends

Premature wear (before ton-mile target is reached) Light loads and frequent trips may cause surfaceline wear due to fatigue (e.g., broken wires, loss ofdiameter).



INSERT TAB TITLED:

Fifth Wheel Pin



Title: Fifth Wheel Pin Inspection Type: Inspection Procedure



FIFTH WHEEL PININSPECTION PROCEDURE











1.0 PURPOSE

A fifth wheel pin inspection is conducted to ensure safe towing and meet current regulations. It isnecessary to check local requirements for required frequency and applicability of self-assessment.

2.0 SCOPE

This document provides a procedure for the inspection of fifth wheel pins using a kingpin gaugeand nondestructive testing (NDT).

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Obtain a Holland pin gauge.

3.1.2 Contract a NDT inspector.

3.1.3 Conduct the inspection according to the instructions in section 6.0 below.

3.1.4 Fill out an Equipment Annual Inspection Record and Fifth Wheel Pin AnnualInspection Checklist.

4.0 RECORDS

4.1 For the inspection to be valid, the rig manager must record the results from the use ofthe gauge on a Fifth Wheel Pin Annual Inspection Checklist and ensure that the NDTinspector sends in a signed copy of his/her inspection report indicating the results andareas checked.

4.2 Send the Fifth Wheel Pin Annual Inspection Checklist, Equipment Annual Inspection

Record, and a copy of the NDT results to the records or equipment coordinator.



5.1 Ensure equipment is supported correctly, and do not work under suspended loads.

5.2 Wear proper PPE, especially a hard hat, gloves, and safety glasses, during thisinspection.

6.0 INSTRUCTIONS

6.1 Conduct the inspection annually (as required by the local ordinance).

6.2 Use a Holland kingpin gauge (or equivalent) to evaluate wear (see attached Hollandinstructions).

6.3 Perform a thorough mechanical check for a loose pin or bolts, wear in the mountingstructure, and cracks on the pin or the mounting structure.

6.4 Have a collar inspector or qualified contractor perform NDT on the pin and mountingstructure welds.






ITEM REJECT IF

Kingpin Loose, broken, or cracked

⅛” (3 mm) wear or more

Field welded

Upper fifth wheel plate Cracked, loose, warped, or worn, and an area lessthan 75% is in contact with the lower fifth wheel.Fifth wheel’s attaching members are rusted, andthe fifth wheel plate may become detached.

Upper mounting structure to derrick Bolts or rivets are loose or missing.There are bulges that indicate corrosion.Rivets are dimpled by corrosion.Rivet area is swollen by corrosion.

6.5 Although a formal inspection is generally required annually, the regulations also state that

the operator (e.g., rig manager or truck driver) must visually inspect the coupling beforeand after use. The kingpin must be taken out of service immediately if any movement isdetected between the upper fifth wheel and mounting components or any crack, break, ordamaged part in the stress or load-bearing areas of a coupling device is detected.

FIGURE 1: Replacement Kingpin Assembly






ATTACHMENT



INSERT TAB TITLED:

Floating Crown



Title:Floating CrownCategory III Inspection




1.0 PURPOSE

A Category III inspection is conducted to identify defects in the floating crown system and performany necessary repairs. The intent of this procedure is to formally review the system in order toidentify whether professional assistance is required.

2.0 SCOPE

This inspection procedure applies to any ram-style ADR™ in the Ensign fleet. Maintenance andlubrication recommendations are found in the Ensign maintenance manual.

3.0 RESPONSIBILITY

3.1 Category III Inspectors

3.1.1 Senior drilling personnel, engineers, or other specifically trained people mayperform a Category III floating crown inspection. Senior drilling personnel includea drilling rig manager who is familiar with this document and has been trained by

an engineer or qualified inspector.

3.1.2 Senior personnel who have helped conduct at least three floating crowninspections would also be able to use this document to perform an inspection.

4.0 RECORDS

4.1 Record the results of the inspection on the tour sheet.

4.2 Fill out and return one signed copy of the Floating Crown Inspection Checklist to AssetManagement.

4.3 Rig managers must keep a record of completed inspection records in the rig files.





6.0 INSTRUCTIONS

6.1 At least one week before a Category III inspection, check the hydraulic oil level in thehydraulic power unit and put an oil sample in a clean container. Send the oil sample tothe area office or laboratory (as directed by the drilling manager) for evaluation(regardless of condition). If water or other obvious contamination is found, completelydrain the oil and refill with the required quantity of recommended hydraulic oil. Re-sampleafter one week.

6.2 Ensure the floating crown operates properly in the up and down direction and is notaffected by mechanical, electric, or hydraulic system failures. Listen for abnormal sounds,and watch for rough extend and retract operation and hydraulic leaks, which would



Title:Floating CrownCategory III Inspection




indicate an impending structural, mechanical, or hydraulic failure. All failures must beidentified on the control, reported, and replaced or fixed immediately.

6.3 Visually inspect all hydraulic lines, chains, cylinders, and fittings for signs of wear ordamage. Damaged hoses and fittings must be identified on the component, reported, and

replaced immediately.

6.4 Conduct a visual inspection of the floating crown for cracks, distortion, corrosion, andabnormal wear. This inspection must include ALL exterior surfaces, particularly sheaves,pedestal caps, crown shaft nuts, pin areas, linkage bushings, or any other applicablemoving parts.

6.5 Check all bolts and nuts for tightness using the correct tools (e.g., wrench or Allen keys).

6.6 Ensure any bolts requiring cotter pins have the cotter pins properly installed or areproperly safety wired.

6.7 At the discretion of the inspector, after the inspection, the floating crown may be sent to

Operations for a complete rebuild and recertification. Cracks found on the body orprevious field welding will require shop repair.

6.8 Before returning the floating crown to service, recheck oil levels and grease all fittingsaccording to the floating crown manufacturer’s recommendations.



INSERT TAB TITLED:

Hook & Block



Title:Hook and BlockCategory IV Inspection




HOOK AND BLOCKCATEGORY IV INSPECTION

PROCEDURE




Issued for Approval EPC Paul Meade-Clift Not Approved Oct 07, 09 0

6.1.1-API 4G change to 8B EPC Paul Meade-Clift Jun 25, 10 1







1.0 PURPOSE

A Category IV inspection is conducted to identify defects in the hook and block and makenecessary repairs.

2.0 SCOPE

This document provides guidelines for conducting a drilling or service rig hook and blockinspection.

3.0 RESPONSIBILITY

Only a professional engineer who has experience with this type of equipment and knowledgeabout repairs or an agent appointed by the original equipment manufacturer (OEM) can conduct aCategory IV overhead equipment inspection.

4.0 RECORDS

4.1 Suppliers conduct Category IV hook and block inspections, and they must provide acertification document and a quality control document that indicates all the technicalinformation that was revealed during disassembly and inspection. This technicalinformation can be put on a single sheet of paper that shows sketches of the individualparts and the results of the measurements. Notes can be made on this same sheet toindicate what damages were revealed, what repairs were completed, and what partswere replaced with new parts.







6.0 INSTRUCTIONS


6.1.1 Routine inspection: API Recommended Practice 8B, the primary source for drilling rig derrick inspection requirements in the United States andinternationally, recommends the following:

– Category I inspection: Conducted daily. This inspection involves avisual observation of the component by the rig crew during normaloperation or routine maintenance.







– Category II inspection: Conducted at rig up. This is a Category Iinspection that also involves a more thorough examination for corrosion,deformation, loose or missing components, deterioration, properlubrication, visible external cracks, and adjustment.

– Category III inspection: Conducted every 6 months. This is a CategoryII inspection that also involves a thorough examination of all load-bearingmembers, welds, and pick-up points. This inspection should includenondestructive testing (NDT) of critical areas and may involve somedisassembly to access specific components and identify wear thatexceeds manufacturers’ allowable tolerances.

– Category IV inspection: Conducted every 2 years. In this inspection,the entire component is inspected and certified by a professionalengineer.

6.1.2 Exceptions to standard frequency: There are exceptional circumstances thatsometimes require additions to the standard frequency categories for

inspections. These circumstances occur when jarring is entered into a rig’sactivity schedule. The following Ensign rules apply when jarring occurs:

– If jarring occurs with a hook load at or above ½ the block rating, then aCategory IV inspection is required.

– If jarring is repeated more than 10 times with a hook load of ⅓ the rating,then a Category IV inspection is required.

– If jarring occurs in a surface hole (i.e., less than 1,000 ft [250 m]), then aCategory IV inspection is required.


6.2.1 A Category IV swivel inspection includes the following:

– Cleaning and disassembly

– Visual inspection and NDT of individual parts

– Documentation of parts’ condition

– Repair of parts when required

– Replacement of parts when required

– Assembly of new and repaired parts

– Certification and documentation of swivel inspection

6.2.2 Cleaning and disassembly

– Completely disassemble the swivel. Take note of the sediment inside themain body when taking the unit apart. This might indicate if any metalwear is taking place.

– For a visual inspection, the parts must be free of oil, grease, scale, dirt,or any other contaminant. Parts such as the main body can be steamcleaned. In most cases, it is not necessary to sandblast painted surfaces







in order to conduct a magnetic particle inspection (MPI). ASTM E709,Section 9.1.1 states that paint 0.001 to 0.002 inches (0.02 to 0.05 mm)thick will not normally interfere with MPI results.

6.2.3 Examination of parts

– MPI must be conducted to examine metal parts for cracks. The NDTinspector should be a qualified Level II or higher NDT inspector underCGSB-GP-8M and should act in accordance with ASTM E-709specifications.

– The bail should be measured for metal loss, including the eye of the bail.Hardness measurements of the bail should be taken and documented.

6.2.4 Bail inspection

– Conduct MPI on the entire bail.

– Measure the bail for metal loss at the eye and also along the length.Note that a reduction in diameter could be from wear or overload,depending on the location.

– Take two or three hardness readings to get an average hardness of thematerial.

6.2.5 Gooseneck inspection

– Visually inspect the welds on the gooseneck, and check the inside of thetube for washout. Conducting an ultrasound on the tubing will provide anaccurate measure of tube loss.

6.2.6 Bonnet inspection

– Conduct MPI on the bonnet, and check for cracking.

6.2.7 Bail pin inspection

– Examine the bail pins for wear or distortion. Check the mating areas of the pinholes for similar wear if any.

6.2.8 Body inspection

– Conduct MPI on the entire main body, and check for cracks. Thisinspection should be internal and external.

– Conduct two or three hardness measurements to establish the overallhardness of the body.

6.2.9 Quill inspection

– The quill needs to be checked for various loading conditions. There iscompression loading at the bearing surface and tensile loading at theshaft sections. This part requires MPI and an ultrasound inspection.

– Conduct hardness tests on all the various diameters.







– Use standard thread gauges to verify the original integrity of the threadsat both ends.

– Make sure to check the bearing radius on the quill for wear, pitting, orfatigue cracking.

6.2.10 Quill sub inspection

– Visually examine the quill sub for any washout and pitting. If there iswashout or pitting, then an ultrasonic or penetrating examination may berequired.

6.3 Repair of Parts

6.3.1 Repairs that are the result of a Category III or Category IV inspection arecategorized as major or minor:

– Major repairs include the following:

– All weld repairs to any load-bearing component

– Any modification to load-bearing equipment, such as oversizingor undersizing pin fits

– Any replacement of load-bearing pieces, such as hook shanks,axles, pins, and so forth

– Shop repair of parts must follow an OEM (original equipmentmanufacturer) agent’s or professional engineer’s procedure. Allcomponents, when practical, should have serial numbers orunique identifiers stamped on them to verify the documentation.

– Competent repair personnel who use acceptable industry practices maymake minor repairs.

6.4 Load Derating

6.4.1 The load derating of used equipment, such as links (bails), is not recommended. Approval must be obtained from the drilling manager and will be the result of anacceptable manufacturer’s chart or professional engineer’s opinion.



INSERT TAB TITLED:

Iron Derrickman



Title:Iron Derrickman

™

Category III InspectionType: Inspection Procedure



IRON DERRICKMAN™

CATEGORY III INSPECTIONPROCEDURE




Issued for Approval EPC Paul Meade-Clift Not Approved Oct 07, 09 0





™




1.0 PURPOSE

A Category III inspection is conducted to identify defects in the Iron Derrickman™

and makenecessary repairs.

2.0 SCOPE

With this procedure, Category III inspectors will be able to determine if an Iron Derrickman™

isworn excessively or damaged and will require shop service. If a crack, leak, which would indicatea crack, or other damage is found at any time, the Iron Derrickman

™should be immediately taken

out of service.

3.0 RESPONSIBILITY


3.1.1 Senior drilling personnel, an engineer, OEM (original equipment manufacturer)agent, or other specifically trained people may conduct a Category III Iron

Derrickman™

inspection. Senior drilling personnel include a rig manager who isfamiliar with this document and has been trained by an engineer or qualifiedinspector.

3.1.2 Senior personnel who have helped inspect at least three Iron Derrickmans™

would also be able to use this document to conduct an inspection.

4.0 RECORDS

4.1 Record the results of the inspection in the equipment file.

4.2 Fill out and return one signed copy of the Iron Derrickman™

Inspection Checklist to AssetManagement.






6.0 INSTRUCTIONS

6.1 At least one week before a Category III inspection, check the hydraulic oil level in thehydraulic power unit and put an oil sample in a clean container. Send the oil sample tothe area office or laboratory (as directed by the drilling manager) for evaluation(regardless of condition). If water or other obvious contamination is found, completelydrain the oil and refill with the required quantity of recommended hydraulic oil. Re-sampleafter one week.




™




6.2 With the Iron Derrickman™

retracted to the storage position, extend the Iron Derrickman™

. Abnormal sounds, rough extend operation, or hydraulic leaks indicate an impendingbearing, structural, mechanical, hydraulic, or electrical failure.

6.3 Ensure all functions operate properly and are not affected by mechanical, electric, or

hydraulic system failures. All failures must be identified on the control, reported, andreplaced or fixed immediately.

6.4 Visually inspect all hydraulic lines, cylinders, and fittings for signs of wear or damage.Damaged hoses and fittings must be identified on the component, reported, and replacedimmediately.

6.5 Visually inspect all electrical cables and devices (encoders and valves) to junction boxesand verify connections. Damaged cables and devices must be identified on thecomponent, reported, and replaced immediately.

6.6 Perform a visual inspection of the Iron Derrickman™

body for cracks, distortion, corrosion,and abnormal wear. This inspection must include ALL exterior surfaces, particularly pin

areas, linkage bushings, slide pads, or any other applicable moving parts.

6.7 Visually inspect all the gripper wear pads to ensure they are secured properly and are notworn.


6.9 Ensure any bolts requiring cotter pins have properly installed cotter pins.

6.10 At the discretion of the inspector, after the inspection, the Iron Derrickman™

may be sentto Operations for a complete rebuild and recertification. Cracks found on the body orprevious field welding will require shop repair.

6.11 Before returning the Iron Derrickman

™

to service, recheck oil levels and grease all fittingsaccording to the Iron Derrickman™

manufacturer’s recommendations.



INSERT TAB TITLED:

Iron Roughneck



Title:Iron RoughneckCategory III Inspection




IRON ROUGHNECKCATEGORY III INSPECTION

PROCEDURE












1.0 PURPOSE

A Category III inspection is conducted to identify defects in the iron roughneck and makenecessary repairs.

2.0 SCOPE

With this procedure, Category III inspectors will be able to determine if an iron roughneck is wornexcessively or damaged and will require shop service. If a crack, leak, which would indicate acrack, or other damage is found at any time, the iron roughneck should be immediately taken outof service.

3.0 RESPONSIBILITY


3.1.1 Senior drilling personnel, an engineer, or other specifically trained people mayconduct a Category III iron roughneck inspection. Senior drilling personnel

include a rig manager who is familiar with this document and has been trained byan engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least three iron roughneckswould also be able to use this document to conduct an inspection.

4.0 RECORDS


4.2 Fill out and return one signed copy of the Iron Roughneck Inspection Checklist to AssetManagement.






6.0 INSTRUCTIONS

6.1 At least one week before a Category III inspection, check the hydraulic oil level in thehydraulic power unit and put an oil sample in a clean container. Send oil sample to thearea office or laboratory (as directed by the drilling manager) for evaluation (regardless ofcondition). If water or other obvious contamination is found, completely drain the oil andrefill with the required quantity of recommended hydraulic oil. Re-sample after one week.

6.2 With the iron roughneck retracted to the storage position, extend the iron roughnecktowards the hole center. Abnormal sounds, rough extend operation, or hydraulic leaksindicate an impending bearing, structural, mechanical, or hydraulic failure.







6.3 Ensure all functions operate properly and are not affected by mechanical, electric, orhydraulic system failures. All failures must be identified on the control, reported, andreplaced or fixed immediately.

6.4 Visually inspect all hydraulic lines, cylinders, and fittings for signs of wear or damage.

Damaged hoses and fittings must be identified on the component, reported, and replacedimmediately.

6.5 Perform a visual inspection of the iron roughneck body for cracks, distortion, corrosion,and abnormal wear. This inspection must include ALL exterior surfaces, particularly pinareas, linkage bushings, slide pads, or any other applicable moving parts.

6.6 Visually inspect all the jaw dies to ensure they are secured properly and not worn.



6.9 At the discretion of the inspector, after the inspection, the iron roughneck may be sent toOperations for a complete rebuild and recertification. Cracks found on the body orprevious field welding will require shop repair.

6.10 Before returning the iron roughneck to service, recheck oil levels and grease all fittingsaccording to the iron roughneck manufacturer’s recommendations.



INSERT TAB TITLED:

Jarring



Title: Jarring Rules of Thumb Type: Inspection Procedure



JARRING RULES OF THUMB











1.0 PURPOSE

The following guidelines should be considered when placing the drilling jars in the bottom holeassembly (BHA).

2.0 SCOPE

This document describes guidelines to improve safety and efficacy when jarring stuck pipe. Inaddition, a cost-sharing policy between the client and contractor is described.

3.0 RESPONSIBILITY

3.1 Drilling Superintendent

3.1.1 Jarring is not normal wear and tear, and any costs associated with the repair,including trucking and inspection, should be charged to the operator. This wouldinclude body cracks, quill cracks, bearing damage; pin and pin fit distortion, orsubcomponent failure. However, disassembly, inspection (certification), and re-assembly are required on a 2-year cycle; therefore, some portion of these costscould be shared between the client and Ensign on a prorated basis.

3.1.2 Ensure the validity of the jarring data to determine the correct course of action.Collect EDR (Electronic Drilling Recorder) charts and written documentation.

3.2 Rig Manager

3.2.1 Be present on the rig floor when jarring is taking place.

3.2.2 Ensure drillers are aware of and follow proper jarring procedures.

3.2.3 Ensure hoisting limits are not exceeded.

3.2.4 Ensure all overhead equipment is properly rated and certified.

3.2.5 Replace the swivel after it has been jarred so it can be inspected and repaired(as soon as possible).

3.3 Driller

3.3.1 Hold a prejob meeting before jarring.

3.3.2 Be aware of the hoisting limits.

3.3.3 Keep the floor clear of all personnel.

4.0 RECORDS

4.1 Ensure that an incident report is written on the Event Reporting & Investigation form andsent to Operations.

4.2 Document the data on the tour sheet and Well Closure Reports and in the equipment filesand slip and cut program.








5.1 Visually inspect the derrick, and ensure there are no unsecured items before jarring.

5.2 Ensure that the brake linkage is inspected before jarring.

5.3 Have all personnel off the rig floor when firing jars because the quill could fail and part ordrill pipe could part up the hole and cause the blocks to slingshot upwards.

5.4 The derrickhand cannot be on the monkey board while jarring.

5.5 Weight indicators may not stay in calibration as a result of the violent movement of thedeadline. Secure the deadline and diaphragm to prevent it from hitting the derrick leg.

5.6 Compare the readings of the EDR and weight indicator before jarring. Recalibrate EDR ifrequired, and note the difference on the tour sheet.

5.7 Have the driller stop jarring periodically and go up or send a qualified crewmember up tovisually inspect the derrick, monkey board, block and hook, pins, spreaders, crownsheaves, fall-arrest equipment, drilling line, brake linkage, and deadline anchor bolts.

5.8 If jarring with high-shock loads for an extended period of time or if the reliability of theweight indicator is suspect, order a backup indicator.

5.9 Drilling line should be slipped earlier than scheduled because repeated jarring will causeexcessive wear in one place. Ensure appropriate adjustments are made to megajoulecalculations to account for the increased wear on the drilling line.


5.11 Proper PPE (e.g., steel-toed boots, safety glasses, hard hat etc.) must be worn when jarring.

6.0 INSTRUCTIONS

6.1 There are three fundamental rules for choosing the best placement of the jar in the BHA:

6.1.1 Always place a minimum of 10% to 20% of the expected jar over-pull as hammerweight above the jar. This means that for jar over-pulls of 100,000 lbs (45,000 kg)over the string weight optimum impacts will be achieved with 10,000 to 20,000lbs (4,500 to 9,000 kg) of HWDP (heavy weight drill pipe) or collars over the jar.

2

2

1

VELOCITY MASS ENERGY

6.1.2 Always place the jar far enough from the neutral point in tension or compression.It is well known that many drill pipe failures occur around the neutral point of thedrill string as a result of greater lateral vibrations in this area.

A common rule of thumb is to keep the jar at least 5,000 lbs (2,200 kg) awayfrom the neutral point.

6.1.3 Always keep any stabilizers at least 90 feet (27 m) away from the jar.






Avoid putting the jar close to O.D. section changes in the BHA, such as dril l collarsize changes or where the HWDP starts.

In high-angle holes, it usually is not practical or possible to run a jar in tension.

6.2 DRAG CALCULATIONS

6.2.1 Drag calculations help accurately determine the maximum hook load for optimalover-pull force during jarring operations.

6.2.2 Option 1: Single Hydra-Jar®

– A single jar placement has been the industry standard for many yearsand will operate effectively in most straight and deviated holes.

– In general, if only one jar is available in a horizontal well, it should be runin the vertical or top curve section of the hole. However, the next optionwould be much better.

6.2.3 Option 2: Single Hydra-Jar with HE Double-Acting Acceleration®

– This option is identical to option 1, but it uses the Acceleration® toenhance the efficiency of the jar.

– It is recommended that dual jars should be run in horizontal holes.

6.3 Inspections

6.3.1 The damaging effects of jarring are readily visible once a component isdisassembled, but it is not usually possible to identify this damage while inservice. Ensign’s primary concern is the safety of workers underneath thisequipment, and Ensign policy must error on the conservative side. The goal is to

predict what jarring conditions will result in internal damage and requireinspection and repair. The following general rules are suggested:

– If jarring occurs with a hook load at or above ½ the swivel rating,inspection is required.

– If jarring is repeated more than 10 times with a hook load above ⅓ theswivel rating, inspection is required.

– If jarring occurs in the surface hole (i.e., less than 1,000 feet [250 m]),inspection is required.



INSERT TAB TITLED:

Pipe Arm



Title: Pipe Arm Category III Inspection Type: Inspection Procedure



PIPE ARM CATEGORY IIIINSPECTION PROCEDURE











1.0 PURPOSE

A Category III inspection is conducted to identify defects in the pipe arm and make necessaryrepairs.

2.0 SCOPE

With this procedure, Level III inspectors will be able to determine if a pipe arm is worn excessivelyor damaged and will require shop service. If a crack, leak, which would indicate a leak, or otherdamage is found at any time, the pipe arm should be immediately taken out of service.

3.0 RESPONSIBILITY


3.1.1 Senior drilling personnel, an engineer, or other specifically trained people mayperform a Category III pipe arm inspection. Senior drilling personnel include adrilling rig manager who is familiar with this document and has been trained byan engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least three pipe arms would alsobe able to use this document to conduct an inspection.

4.0 RECORDS


4.2 Fill out and return one signed copy of the Pipe Arm Inspection Checklist to AssetManagement.






6.0 INSTRUCTIONS

6.1 At least one week before a Category III inspection, check the hydraulic oil level in thehydraulic power unit and put an oil sample in a clean container. Send the oil sample tothe district office or laboratory (as directed by the drilling manager) for evaluation(regardless of condition). If water or other obvious contamination is found, completelydrain the oil and refill with the required quantity of recommended hydraulic oil. Re-sampleafter one week.

6.2 With the pipe arm in the storage position, extend the pipe arm toward the hole center.Listen for abnormal sounds and watch for rough extend operation or hydraulic leaks,which would indicate an impending structural, mechanical, or hydraulic failure.






6.3 Ensure all pipe arm functions operate properly and are not affected by mechanical,electric, or hydraulic system failures. All failures must be identified on the control,reported, and replaced or fixed immediately.

6.4 Visually inspect all hydraulic lines, cylinders, and fittings for signs of wear or damage.

Damaged hoses and fittings must be identified on the component, reported, and replacedimmediately.

6.5 Perform a visual inspection of the pipe arm for cracks, distortion, corrosion, and abnormalwear. This inspection must include ALL exterior surfaces, particularly pin areas, linkagebushings, or any other applicable moving parts.

6.6 Visually inspect all the jaw dies to ensure they are secured properly and not worn.



6.9 At the discretion of the inspector, after the inspection, the pipe arm may be sent toOperations for a complete rebuild and recertification. Cracks found on the body orprevious field welding will require shop repair.

6.10 Before returning the pipe arm to service, recheck oil levels and grease all fittingsaccording to the pipe arm manufacturer’s recommendations.



INSERT TAB TITLED:

Substructure



Title: Substructure Category III Inspection Type: Inspection Procedure



SUBSTRUCTURE CATEGORY IIIINSPECTION PROCEDURE











1.0 PURPOSE

A Category III substructure inspection is conducted to examine the substructure for damage orevidence of potential failure and meet the regulatory requirements for inspection.

2.0 SCOPE

This document contains definitive, ordered procedures for a Category III inspection and the repairof substructures.

3.0 RESPONSIBILITY

3.1 Rig Manager/Drilling Superintendent

3.1.1 Rig managers and drilling superintendents are responsible for schedulingsubstructure inspections. These individuals may perform the inspection orappoint an appropriate, skilled individual.

3.2 Inspector

3.2.1 A Category III inspector is defined as a professional engineer, agent for theoriginal equipment manufacturer (OEM), or senior drilling person with appropriatetraining and experience.

3.2.2 This inspector can perform initial substructure assessments, develop requiredrepair procedures for noncritical repairs, and perform final inspections on drillingrig substructures.

3.2.3 A Category IV certification will be conducted by a professional engineer, OEMagent, or person who has equivalent qualifications and a firm understandingabout drilling rig structures and structural steel engineering as it pertains todrilling rig structures.

3.3 Supervisor/Engineer

3.3.1 A supervising engineer, who is a professional engineer qualified to handle allaspects of substructure inspection, repair, and certification, will be directlyresponsible for the inspector’s work and will review all inspection and repairreports.

3.3.2 If the supervisor is satisfied that a report is complete and the work has been donecompetently, then s/he will sign the completed Equipment Category III InspectionRecord.

4.0 RECORDS

4.1 Inspection Report

4.1.1 A Category III substructure inspection must be noted in the equipment file.

4.1.2 In addition to noting the inspection in the equipment file, it is necessary tocomplete an Equipment Category III Inspection Record and SubstructureInspection Checklist. Send one copy of all documents to the equipmentcoordinator or Asset Management.

4.1.3 The inspection report (Equipment Category III Inspection Record andSubstructure Inspection Checklist or third-party record) validates the certification






by detailing any problems that were found and what steps were taken to repairthe defects. It also serves as a source of information about the substructure. Aninspection report will include the following sections:

– Background information

– Initial inspection

– Final inspection

– Supervisor/engineer’s authorization

4.2 Background Information

4.2.1 Information about the substructure should include the following:

– Type of substructure

– Manufacturer

– Original owner


– Serial number

– Company number

– Maximum rated static rotary capacity

– Maximum rated setback capacity

– Maximum combined rated static rotary and rated setback capacity

– Clear work height

– Kelly bushing-to-ground distance

– Any additional information, such as previous damage, recent roughdrilling conditions, and so forth

4.3 Initial Inspection

4.3.1 Details about an inspection are recorded in the initial inspection section on theEquipment Category III Inspection Record.

4.3.2 All weld faults, structural damage, and other relevant problems need to bedescribed, and the location, type, and extent of these problems need to berecorded.

4.3.3 A short description of the inspector’s recommendations about how to repair aproblem must be recorded after the description of the problem. The use ofpictures and sketches is strongly recommended.

4.3.4 The cause of any structural damage to critical load-bearing members must benoted.






4.3.5 For incident damage reports, the cause of the incident, event sequence, anddescriptions of all damaged equipment and structures must be recorded.


4.4.1 The final inspection section certifies that all recommended repairs have beencompleted, and the repairs are acceptable. If there are any incomplete orunacceptable repairs, they must be described in this section.

4.4.2 The necessary corrections will have to be completed and the repair inspected bythe inspector.

4.4.3 Once the inspector is satisfied that all repairs are complete and acceptable andthe substructure is certifiably sound, s/he will sign and date this section of thereport.

4.5 Supervising Engineer’s Authorization

4.5.1 The supervising engineer will review the inspection or repair report. If thesupervisor is satisfied that the report is complete and the contents of the reportare acceptable, s/he will sign the report.

4.6 API Documentation

4.6.1 The user/owner should maintain and retain an equipment file containing pertinentinformation about the substructure. The documentation will include the followinginformation:

– Records of Category III and Category IV inspections

– Description of the substructure, including the following:

– Type and style, serial number, PSL (API Product SpecificationLevel), and specifications

– Name of manufacturer and date of manufacture

– Clear height

– Maximum rated static hook load, in pounds, with guylines ifapplicable, for stated number of lines to traveling block

– Maximum combined rated static rotary and rated setbackcapacity on substructure

– List of all components and assembly drawings. Cri tical areasshould be clearly defined.

– Documentation for all repairs or modifications should be retained andmay include the following:

– Complete documented results of any inspections

– Date of and documentation for all repairs

– Significant defects (type, dimensions) reported






– Location and extent of repairs

– Nondestructive testing (NDT) methods and results

– Description of primary load-carrying components replaced or

modified

– Date and location of repairs

– Copy of NDT inspection

– Copy of NDT inspector’s and welder’s qualifications

– Material certifications and traceability, as applicable

– Assembly drawings and documentation for all modifications

– The date and name of the qualified person(s) involved ininspections, maintenance, repair, or modifications

4.7 Nameplates

4.7.1 If there is no nameplate on the substructure being inspected, then the inspectoris responsible for having a nameplate made and installed. The nameplate mustinclude the following information if it is known:

– Division name and company number

– Rig number

– Substructure model and type

– Manufacturer’s name

– Date of manufacture, including month and year

– Serial number


– Maximum rated pipe setback capacity






5.2 Use fall protection when working 10 feet (3 m) or more above the ground or when a fallfrom a lower height involves an unusual risk of injury.








6.1 API Recommendations

6.1.1 API RP 4G, Section 6.2, Inspection Categories includes recommendations forCategory I, Category II, Category III, and Category IV inspections:

– Category I (Daily): A daily visual inspection by a rig crew.

– Category II (Rig up): A Category I inspection with a more thoroughinspection of load-bearing areas and sheaves for cracks, damage,corrosion, loose or missing components, and premature wear.

– Category III (2 years): A thorough visual inspection of load-bearing

components and members by a qualified person. The individualsupervising a Category III inspection must possess adequate knowledgeand experience.

– Category IV (10 years): A complete inspection by a professionalengineer or agent for the original equipment manufacturer. As well as avisual inspection, a nondestructive test of all critical load-bearing areasshould be done. All deficiencies will be repaired.

6.1.2 Ensign requires a Category IV inspection every 10 years.

6.1.3 Certification will remain in effect for wells in progress that were spudded beforethe Category IV certification expires.

6.1.4 Any major repairs require an inspection by an Ensign supervising engineer orthird-party professional engineer to maintain the present certification. Repairinspections do not qualify as a new certification.


6.2.1 API 4F, Specification for Drilling and Well Servicing Structures containsspecifications for the design, manufacture, and use of steel derricks, portablemasts, crown block assemblies, and substructures. The purpose of thisspecification is to provide a uniform method for rating structures used in thepetroleum industry. It includes definitions, identification and marking, rating underdifferent loading conditions, material specifications, welding requirements, qualitycontrol, testing, and other pertinent information. API expects these specifications

to be applied to all new rig designs; however, many derricks and substructurescurrently in use were not manufactured in API-licensed facilities or weremanufactured under old, less stringent API specifications and, therefore, do notmeet current standards.

6.3 AWS D1.1







7.0 INSTRUCTIONS


7.1.1 Obtaining background information about a substructure is a very important task.Sources for this information include rig files, manufacturer’s literature (e.g.,catalogues, drawings, original rating certificates etc.), composite catalogues,name plates, rig managers, drilling superintendents, and so on. Hard copies ofrating information are always necessary, and verbal information must beconfirmed when it involves capacity ratings.

7.1.2 API 4F, Section C.1.3 lists the information licensed manufacturers using the APImonogram must include on a substructure nameplate:

a. Manufacturer’s name

b. Manufacturer’s address

c. Date of manufacture, including month and year d. API monogram

e. Serial number

f. Maximum rated static rotary capacity

g. Maximum rated pipe setback capacity

h. Maximum combined rated static rotary and rated setback capacity

i. API specification and the edition of the API specification used to designand manufacture the structure

j. API, Product Specification Level, if applicable

k. Supplementary information as specified by the particular API,Supplementary Requirements

l. Manufacturer ’s license number

7.1.3 Many drilling structures do not conform to current API specifications; therefore,items d, i, j, k, and l are not required for certification. Items a, b, c, e, f, g, and hare required for certification. API specifications do not include the substructuretype, kelly bushing-to-ground distance, and clear work height. This informationcan usually be found on the rig layout. The most important items are f, g, and h,the three load capacities. If the load-capacity information is not available, it maybe necessary to employ an engineering firm to determine them.

7.2 Understanding the Substructure

7.2.1 Before inspecting a substructure, it is important for the inspector to know thedifferent loading conditions, which members resist the loading, and how theinduced stresses can cause weld cracks in joints, yielding in weak members, andfatigue throughout the structure.

7.2.2 In this document, CLB will stand for “critical load bearing,” and CLB members willbe used to represent “the pinning stools, stool beams, rotary table beams,racking floor beams, and all horizontal and vertical beams that directly supportthese beams.” In addition, any member or support that is designed to holdworkers (e.g., sub wings, ladders, and platforms) will be considered a criticalmember.






7.2.3 CLB members should be identified at the beginning of an inspection. Do not lookfor damage or faults at this time. Instead, visualize how these members will reactand co-react to table loads, hook loads, setback loads, and derrick raising andlowering loads. This exercise will help identify the most critical members and

joints to inspect. In the absence of manufacturer’s or other guidelines, a linesketch of the substructure should be made, with the various loads drawn to helpidentify CLB members.

7.3 Cleaning and Surface Preparation Requirements

7.3.1 Before proceeding with an inspection, have the substructure cleaned as well aspossible. Steam cleaning, especially in the BOP area, is preferable.

7.3.2 For visual inspection purposes, the surfaces of all structural members must beclean and free of contaminants such as dirt, oil, grease, loose rust, scale,cement, and welding flux.

7.3.3 For magnetic particle inspections (MPI), thorough cleaning is required as well asthe removal of thick or flaked paint. ASTM E 709, Section 9.1.1 states that paint0.001 to 0.002 inches (0.02 to 0.05 mm) thick will not normally affect MPI results. According to industry practice, when conducting MPI, leave the paint in placewhen a single layer of paint in good condition is present (i.e., clean, not flaked,and has no runs).

7.3.4 Sandblasting is recommended when the substructure has several layers of paint,broken, chipped, or otherwise damaged paint, or an abundance of surface rust.Wire-wheel buffing or wire brushing can also remove paint and rust, but it is timeconsuming and not as effective as sandblasting.

7.3.5 The welded joints between CLB members are the most critical; therefore, paintand rust removal operations must be performed before conducting an inspection

of these areas.

7.4 Visual Inspection

7.4.1 Conducting a visual inspection

– Performing a thorough visual inspection of the entire substructure iscritical. The visual inspection should be completed before NDT isperformed. This visual inspection ensures that the inspector isacquainted with the substructure and can tell the NDT technician whereto test.

– A systematic, planned approach must be used for the visual inspection.

– All accessible welds as well as all members must be checked, but thelargest part of the inspection must concentrate on CLB members.

– There is no set sequence for conducting a visual inspection, but it isimportant to preplan a course of action and be patient and diligentthroughout the inspection. Sketches can be used to keep track of theinspection progress by checking off areas that have been completed.

– During a visual inspection, look for the following three things: (1) weldconnection faults, (2) mechanical connection faults, and (3) memberfaults.






7.4.2 Weld faults

– Metal arc welding is used exclusively for joining the structural membersused in drilling rig structures. The condition of welds will vary from new,

exposed, and easy to see to old, rusted, covered with dirt, oil, paint,cement, and anything else that can find its way into a joint.


– A crack in the paint is a good indication that the weld is also cracked,particularly if a thin line of rust follows the cracked paint. Welds that arecoated with rust, dirt, and so on must be cleaned so that the entire weldis visible. Any slag left on the welds must be removed.

– As well as inspecting for visible cracks in the weld material, the inspectormust also look for poor weld deposition, incomplete penetration, holes inthe weld material, porosity, undercutting, inclusions, surfaceirregularities, and missing welds. If any of these conditions exist, the faultmust be marked and flagged at the time of the inspection and repairedbefore the substructure can be recertified. Minor weld defects, notincluding cracks, that are present in older subs (more than 10 years) canbe safely ignored if it is obvious that stress and fatigue have not causedany changes in the weld fault over the life of the structure.

– Generally, weld repairs are made by either grinding or air arcing out thematerial around the fault. The steel must be cut deep enough to findsound metal (chase out the crack) and then filled with the proper weldingrod (e.g., 7018 for most low-carbon steels used in structural members).




– If the pin or bolt shows signs of mechanical damage (e.g., mushroomedheads, bent pins or bolts, or cracks), it should be replaced. Connectionswith multiple pins or bolts must have all pins or bolts to be consideredsound.








7.4.4 Member faults

– Faults in members often involve decisions about how the fault should becorrected and, sometimes, whether the fault requires repair. Although aninspector can authorize noncritical member repairs, any damage to CLB

members is serious and needs to be handled by a professional engineer.Member faults include dents, rips, deep scratches, bends, overly wornareas, rust, and cracks that have spread from welds. These faults allreduce the structural integrity of the member by one or more of thefollowing actions:



– Sharp corners or discontinuities (e.g., scratches, tears etc.)cause stress risers, which greatly increase the effects of fatigue.

– Permanently bending a member causes high residual stressesand introduces a great deal of eccentricity, which can causebuckling in members that are loaded in compression.

– In general, it is good practice to repair any faults that exist in anystructural member. The extent of a repair depends on the severity andlocation of the fault. If there is damage to a CLB member and a questionabout whether the damage is serious, or if there is a question about thebest method of repair, the inspector should contact Engineering.


7.5.1 The person who will perform NDT should be a qualified Level II or higher NDTinspector under CGSB 48-GP-8M and act in accordance with ASTM E-709specifications.

7.5.2 The most practical NDT method for substructure inspections is dry powder MPI.In this test, a magnetic field is induced in the metal structure, and any surfacecracks distort the magnetic field and set up north and south poles at the edges ofthe crack. When iron powder is dusted over the weld, the magnetic poles attractthe iron powder to expose the crack.

7.5.3 When performing a visual inspection of a substructure, the Ensign inspectorneeds to mark welds s/he wants to have magnetic particle tested.

7.5.4 When there is heavy rust or paint build-up, it may be necessary to sandblast andprime the areas to be magnetic particle inspected. When sandblasting is used,the blasted areas must be repainted at the end of the inspection.

7.5.5 The joints that will require MPI will likely be on CLB members that are rusted,have badly made welds, or are questionable for any reason. It is better to over-test CLB members than to miss any weld faults.

7.5.6 Welds that have known cracks do not require testing.







7.5.8 The NDT inspector is required to mark and flag any weld faults found during a

visual inspection or after MPI.

7.6 Nonstructural Defects

7.6.1 Some nonstructural defects will be discovered during an inspection. If anonstructural defect poses a risk to rig workers, then it is necessary to mark it forrepair.

7.6.2 If a nonstructural defect is not considered a safety issue, consult the rig manageror drilling superintendent to determine if the defect requires repair. Ensure thatthe drilling superintendent knows how much it will cost to make cosmetic repairs.

7.7 Critical Damage

7.7.1 The assessment, repair, and inspection of any critical damage must be directlysupervised by a professional engineer.

7.7.2 Critical damage is defined as “damage that affects the structural integrity of aCLB member.” This damage can be the permanent deformation of load-bearingmembers, weld separation, punctures, crushing, or any other distortion of thestructure. Often, this type of damage involves an active substructure, and there isa request for an inspection.

7.7.3 If critical damage is discovered during a Category III or Category IV inspection,the inspector is required to report the damage to his/her supervisor.

7.7.4 When incidents and overloads result in structural damage, the best course of

action is to inspect the problem in person. A verbal description will rarely containthe amount of information needed to make responsible decisions about the rightcourse of action. If a personal inspection is not possible, obtain the services of acontract engineer to assess the damage, or if the damage is not consideredsevere, have pictures taken and obtain a complete description from the rigmanager.

7.7.5 A number of decisions need to be made at the time of an initial assessment. Theseverity and location of the problem need to be quickly analyzed to balancesafety against economy. It must be determined whether repairs are requiredimmediately, whether drilling operations need to be shut down to perform therepairs, or whether the repairs can be performed on a working substructurewithout interrupting drilling operations.

7.7.6 The extent of a problem may not be fully visible because of equipment, checker-plate, or other obstructions that block the view. It is important to uncover as muchof the damaged area as is reasonably possible. This will make it easier to assessthe extent of the damage, and it will make repairs to the damaged area easier tocomplete and inspect.

7.7.7 Finding the cause of damage is an important task. Knowing whether the rootcause was human error, machine failure, or material failure may affect decisionsabout the best repair method. Once the cause is known, it will be easier todetermine if other areas of the substructure are affected.






repairs, and the welding procedures and results are acceptable. If the inspectorfinds anything that is unacceptable, then s/he is responsible for ensuring thatcorrective action is taken. A final inspection cannot be completed until there is noadditional recertification work required on the substructure.

7.9.3 After the final inspection is complete, the repairs should be documentedaccording to API RP 4G, Section 9.1, Inspection and Repair Records.

7.9.4 NOTE: The repair and inspection of incident damage does not result in a newcertification of the substructure. It only ensures that the substructure is soundenough to work under the present certification.

8 REFERENCED DOCUMENTS

8.1 The following documents were used as references for this document:



8.1.3 API 4G, Recommended Practice for Drilling and Well Servicing Structures


8.1.5 AWS D1.1, Structural Welding Code



Title: Substructure Category IV Inspection Type: Inspection Procedure



SUBSTRUCTURE CATEGORY IVINSPECTION PROCEDURE











1.0 PURPOSE

A Category IV inspection is conducted to examine the substructure for damage or evidence ofpotential failure and meet the regulatory requirements for Category IV certification. This documentis intended as a guide about Ensign’s requirements for a third-party inspector.

2.0 SCOPE

This document is a guide for conducting a Category IV inspection outlined in API RecommendedPractice 4G and contains definitive, ordered procedures for inspecting, repairing, and certifyingsubstructures.

3.0 RESPONSIBILITY

3.1 Rig Manager/Drilling Superintendent

3.1.1 Rig managers and drilling superintendents are responsible for schedulingsubstructure inspections. These individuals may supervise the inspection andappoint an appropriate, skilled individual to provide certification. Alternatively,Ensign Engineering (EPC) may arrange and supervise the inspection ifrequested by Operations.

3.2 Inspector

3.2.1 A Category IV inspection and certif ication will be performed by a professionalengineer, OEM (original equipment manufacturer) agent, or person who hasequivalent qualifications and a firm understanding about drilling rig structures andstructural steel engineering as it pertains to drilling rig structures.

3.2.2 These inspectors can perform initial substructure assessments, develop requiredrepair procedures for repairs, and perform final inspections on drilling rigsubstructures.

3.3 Supervisor/Engineer

3.3.1 A supervising engineer, who is a professional engineer qualified to handle allaspects of substructure inspection, repair, and certification, will be directlyresponsible for the inspector’s work and review all inspection and repair reports.

3.3.2 If the supervising engineer (or OEM) is satisfied that a report is complete and thework has been done competently, then s/he will sign and stamp the completedCategory IV inspection certificate.

4.0 RECORDS

4.1 According to API RP 4G, Category III and Category IV inspections must be recorded inthe equipment file. It is a good practice to find the identification plate on the mast or in therig manager’s files and check the serial numbers, ratings, and description of theequipment.

4.2 In addition to noting the inspection in the equipment file, it is necessary to provide thisinformation to Asset Management.








4.5 Inspection Report

4.5.1 The inspection report (third-party inspection/certification record) validates thecertification by detailing any problems that were found and what steps weretaken to repair the defects. It also serves as a source of information about thesubstructure. An inspection report will include the following sections:

– Background information

– Initial inspection

– Final inspection

– Supervisor/engineer’s authorization


4.6.1 Information about the substructure should include the following:

– Type of substructure

– Manufacturer

– Original owner


– Serial number

– Company number


– Maximum rated setback capacity


– Clear work height

– Kelly bushing-to-ground distance

– Any additional information, such as previous damage, recent roughdrilling conditions, and so forth

4.7 Initial Inspection

4.7.1 Details about an inspection are recorded in the initial inspection section.

4.7.2 All weld faults, structural damage, and other relevant problems need to bedescribed, and the location, type, and extent of these problems need to berecorded.






4.7.3 A short description of the inspector’s recommendations about how to repair aproblem must be recorded after the description of the problem. The use ofpictures and sketches is strongly recommended.

4.7.4 The cause of any structural damage to critical load-bearing members must be

noted.

4.7.5 For incident damage reports, the cause of the incident, event sequence, anddescriptions of all damaged equipment and structures must be recorded.


4.8.1 The final inspection section certifies that all recommended repairs have beencompleted, and the repairs are acceptable. If there are any incomplete orunacceptable repairs, they must be described in this section.

4.8.2 The necessary corrections will have to be completed and the repair inspected bythe inspector.

4.8.3 Once the inspector is satisfied that all repairs are complete and acceptable andthe substructure is certifiably sound, s/he will sign and date this section of thereport.

4.9 Supervising Engineer’s Authorization

4.9.1 The supervising engineer will review the Category IV inspection or any repairreports. If the supervising engineer is satisfied that the report is complete and thecontents of the report are acceptable, s/he will sign the report and issue acertificate.

4.10 API Documentation

4.10.1 The user/owner should maintain and retain an equipment file containing pertinentinformation about the substructure. The documentation will include the followinginformation:

– Records of Category III and Category IV inspections

– Description of the substructure, including the following:

– Type and style, serial number, PSL (API Product SpecificationLevel), and specifications

– Name of manufacturer and date of manufacture

– Clear height

– Maximum rated static hook load, in pounds, with guylines ifapplicable, for stated number of lines to traveling block

– Maximum combined rated static rotary and rated setbackcapacity on substructure

– List of all components and assembly drawings. Cri tical areasshould be clearly defined.






– Documentation of all repairs or modifications should be retained and mayinclude the following:

– Complete documented results of any inspections

– Date and documentation of all repairs

– Significant defects (type, dimensions) reported

– Location and extent of repairs

– Nondestructive testing (NDT) methods and results

– Description of primary load-carrying components replaced ormodified

– Date and location of repairs

– Copy of NDT inspection

– Copy of NDT inspector’s and welder’s qualifications

– Material certifications and traceability, as applicable

– Assembly drawings and documentation of all modifications

– The date and name of the qualified person(s) involved ininspections, maintenance, repair, or modifications

4.11 Nameplates

4.11.1 If there is no nameplate on the substructure being inspected, then the inspector

is responsible for having a nameplate made and installed. The nameplate mustinclude the following information if it is known:

– Division name and company number

– Rig number

– Substructure model and type

– Manufacturer’s name

– Date of manufacture, including month and year

– Serial number


– Maximum rated pipe setback capacity










5.3 Proper PPE (e.g., steel-toed boots, safety glasses, hard hat etc.) must be worn

throughout this inspection.



6.1.1 API 4F, Specification for Drilling and Well Servicing Structures containsspecifications for the design, manufacture, and use of steel derricks, portablemasts, crown block assemblies, and substructures. The purpose of thisspecification is to provide a uniform method for rating structures used in thepetroleum industry. It includes definitions, identification and marking, rating underdifferent loading conditions, material specifications, welding requirements, qualitycontrol, testing, and other pertinent information. API expects these specificationsto be applied to all new rig designs; however, many derricks and substructurescurrently in use were not manufactured in API-licensed facilities or weremanufactured under old, less stringent API specifications and, therefore, do notmeet current standards.

6.2 AWS D1.1


7.0 INSTRUCTIONS

7.1 Substructure inspection includes the following:

7.1.1 A review of information about a substructure’s background and identification

7.1.2 A review of information concerning different loading conditions or damage eventsencountered by a substructure

7.1.3 Cleaning or sandblasting members and connections to remove contaminantssuch as dirt, oil, grease, loose rust, scale, cement, and welding flux for the visualinspection

7.1.4 A visual evaluation of all members and connections

7.1.5 Identifying abnormalities and determining where NDT evaluation is required

7.1.6 Repairing damaged members or connections

7.1.7 Final inspection of repairs and reporting


7.2.1 Routine inspection: API Recommended Practice 4G, the primary source for drilling rig derrick inspection requirements in the United States andinternationally, recommends the following:






– Category I inspection: Conducted daily. This inspection involves avisual observation of the derrick by the rig crew during normal operationor routine maintenance.

– Category II inspection: Conducted at rig up. This is a Category 1inspection that also involves a more thorough examination for corrosion,deformation, loose or missing components, deterioration, properlubrication, visible external cracks, and adjustment.


– Category IV inspection: Conducted every 10 years. In this inspection,the entire derrick is inspected and certified by a professional engineer.


– Minor repair : Minor repair is conducted to repair damaged or distortedsecondary equipment (e.g., ladders, monkey board, or walkarounds),cosmetic damage to diagonal girts, and minor fan distortions. A seniordrilling operations person (e.g., rig manager) can supervise minorrepairs, but s/he must fill out an Event Reporting & Investigation formand consult the drilling superintendent.

– Major repair : Major repair is conducted to repair geometrical distortionsor structural damage to A-legs, raising assembly, table beams, setbackbeams, or any other load-bearing member. A major repair must beinspected by a professional engineer, and it requires a repaircertification.

– Geometrical distortion or structural damage requires major repair if it issevere enough to affect the structural function of the substructure. Thisdamage can be a permanent deformation of a member, weld separation,punctures, crushing, or any other distortion of the structure.

– When an incident occurs and there is damage to the substructure, aprofessional engineer is normally called to make a repair inspection at

the time of the incident. If, however, any critical damage is discoveredduring a Category IV inspection, a professional engineer must be calledto determine the correct repair method.

– When an incident or overload results in structural damage, the seniordrilling person responsible for the derrick must inspect the problem inperson. If there is any uncertainty about the significance of the damage,obtain the services of a contract professional engineer to assess thedamage or have pictures taken and provide a complete description to thedrilling superintendent.






7.3 Inspection Procedures

7.3.1 Background information

– Obtaining background information about a substructure is a very

important task. Sources for this information include rig files,manufacturer’s literature (e.g., catalogues, drawings, original ratingcertificates etc.), composite catalogues, name plates, rig managers,drilling superintendents, and so on. Hard copies of rating information arealways necessary, and verbal information must be confirmed when itinvolves capacity ratings.

– API 4F, Section C.1.3 lists the information licensed manufacturers usingthe API monogram must include on a substructure nameplate:

a. Manufacturer’s name

b. Manufacturer’s address

c. Date of manufacture, including month and year d. API monogram

e. Serial number

f. Maximum rated static rotary capacity

g. Maximum rated pipe setback capacity

h. Maximum combined rated static rotary and rated setbackcapacity

i. API specification and the edition of the API specification used todesign and manufacture the structure

j. API Product Specification Level, if applicable

k. Supplementary information as specified by the particular APISupplementary Requirements

l. Manufacturer’s license number

– Many drilling structures do not conform to current API specifications;therefore, items d, i, j, k, and l are not required for certification. Items a,b, c, e, f, g, and h are required for certification. This information canusually be found on the rig layout. The most important items are f, g, andh, the three load capacities. If the load-capacity information is notavailable, it may be necessary to employ an engineering firm todetermine them.

7.3.2 Understanding the substructure

– Before inspecting a substructure, it is important for the inspector to knowthe different loading conditions, which members resist the loading, andhow the induced stresses can cause weld cracks in joints, yielding inweak members, and fatigue throughout the structure.

– In this document, CLB will stand for “critical load bearing,” and CLBmembers will be used to represent “the pinning stools, stool beams,rotary table beams, racking floor beams, and all horizontal and verticalbeams that directly support these beams.”






– In addition, any member or support that is designed to hold workers(e.g., sub wings, ladders, and platforms) will be considered at the sametime as critical members.

– CLB members should be identified at the beginning of an inspection. Do

not look for damage or faults at this time. Instead, visualize how thesemembers will react and co-react to table loads, hook loads, setbackloads, and derrick-raising and derrick-lowering loads. This exercise willhelp identify the most critical members and joints to inspect. In theabsence of manufacturer’s or other guidelines, a line sketch of thesubstructure should be made, with the various loads drawn to helpidentify CLB members.

7.4 Cleaning and Surface Preparation Requirements

7.4.1 Before proceeding with an inspection, have the substructure cleaned as well aspossible. Steam cleaning, especially in the BOP area, is preferable.

7.4.2 For visual inspection purposes, the surfaces of all structural members must beclean and free of contaminants such as dirt, oil, grease, loose rust, scale,cement, and welding flux.

7.4.3 For magnetic particle inspections (MPI), thorough cleaning is required as well asthe removal of thick or flaked paint. ASTM E 709, Section 9.1.1 states that paint0.001 to 0.002 inches (0.02 to 0.05 mm) thick will not normally affect the resultsof magnetic particle inspections. According to industry practice, when conductinga magnetic particle inspection, leave the paint in place when a single layer ofpaint in good condition is present (i.e., clean, not flaked, and has no runs).

7.4.4 Sandblasting is recommended when the substructure has several layers of paint,has broken, chipped, or otherwise damaged paint, or has an abundance ofsurface rust. Wire-wheel buffing or wire brushing can also remove paint and rust,

but it is time consuming and not as effective as sandblasting.

7.4.5 The welded joints between CLB members are the most critical; therefore, paintand rust removal operations must be performed before conducting an inspectionof these areas.

7.5 Visual Inspection

7.5.1 Conducting a visual inspection

– Performing a thorough visual inspection of the entire substructure iscritical. The visual inspection should be completed before NDT isperformed. This visual inspection ensures that the inspector is

acquainted with the substructure and can tell the NDT technician whereto test.

– A systematic, planned approach must be used for the visual inspection.

– All accessible welds as well as all members must be checked, but thelargest part of the inspection must concentrate on CLB members.

– There is no set sequence for conducting a visual inspection, but it isimportant to preplan a course of action and be patient and diligentthroughout the inspection. Sketches can be used to keep track of theinspection progress by checking off areas that have been completed.






– During a visual inspection, look for the following three things: (1) weldconnection faults, (2) mechanical connection faults, and (3) memberfaults.

7.5.2 Weld faults

– Metal arc welding is used exclusively for joining the structural membersused in drilling rig structures. A clean, painted weld surface that has nocracks or chips can generally be considered sound.

– A crack in the paint is a good indication that the weld is also cracked,particularly if a thin line of rust follows the cracked paint. Welds that arecoated with rust, dirt, and so on must be cleaned so that the entire weldis visible. Any slag left on the welds must be removed.

– As well as inspecting for visible cracks in the weld material, the inspectormust also watch for poor weld deposition, incomplete penetration, holesin the weld material, porosity, undercutting, inclusions, surfaceirregularities, and missing welds. If any of these conditions exist, the faultmust be marked and flagged at the time of the inspection and repairedbefore the substructure can be recertified. Minor weld defects, notincluding cracks, that are present in older subs (more than 10 years) canbe safely ignored if it is obvious that stress and fatigue have not causedany changes in the weld fault over the life of the structure.

– The inspector must also watch for mechanical damage (e.g., hammerblows), rust, or obvious repair attempts.

– Generally, weld repairs are performed by either grinding or air arcing outthe material around the fault. The steel must be cut deep enough to findsound metal (chase out the crack) and then filled with the proper welding

rod (e.g., 7018 for most low-carbon steels used in structural members).




– If the pin or bolt shows signs of mechanical damage (e.g., mushroomed

heads, bent bolts or pins, or cracks); it should be replaced. Connectionswith multiple pins or bolts must have all pins or bolts to be consideredsound.









7.6.8 The NDT inspector is required to mark and flag any weld faults found during a

visual inspection or after MPI.

7.7 Nonstructural Defects

7.7.1 Some nonstructural defects will be discovered during an inspection. If anonstructural defect puts rig workers at risk, then it is necessary to mark it forrepair.

7.7.2 If a nonstructural defect is not considered a safety issue, consult the rig manageror drilling superintendent to determine if the defect requires repair. Ensure thatthe drilling superintendent knows how much it will cost to make cosmetic repairs.

7.8 Critical Damage

7.8.1 The assessment, repair, and inspection of any critical damage must be directlysupervised by a professional engineer.

7.8.2 Critical damage is defined as “damage that affects the structural integrity of aCLB member.” This damage can be the permanent deformation of load-bearingmembers, weld separation, punctures, crushing, or any other distortion of thestructure. Often, this type of damage involves an active substructure, and there isa request for an inspection.

7.8.3 If critical damage is discovered during a Category III or Category IV inspection,the inspector is required to report the damage to his/her supervisor.

7.8.4 When incidents and overloads result in structural damage, the best course of

action is to inspect the problem in person. A verbal description will rarely containthe amount of information needed to make responsible decisions about the rightcourse of action. If a personal inspection is not possible, obtain the services of acontract engineer to assess the damage, or if the damage is not consideredsevere, have pictures taken and obtain a complete description from the rigmanager.

7.8.5 A number of decisions need to be made at the time of an initial assessment. Theseverity and location of the problem need to be quickly analyzed to balancesafety against economy. It must be determined whether repairs are requiredimmediately, whether drilling operations need to be shut down to perform therepairs, or whether the repairs can be performed on a working substructurewithout interrupting drilling operations.

7.8.6 The extent of a problem may not be fully visible because of equipment, checker-plate, or other obstructions that block the view. It is important to uncover as muchof the damaged area as is reasonably possible. This will make it easier to assessthe extent of the damage, and it will make repairs to the damaged area easier tocomplete and inspect.

7.8.7 Finding the cause of damage is an important task. Knowing whether the rootcause was human error, machine failure, or material failure may affect decisionsabout the best repair method. Once the cause is known, it will be easier todetermine if other areas of the substructure are affected.






7.8.8 If an incident causes damage, other critical load-bearing members should bevisually inspected to make sure there is no further damage. If any doubt existsabout the integrity of welded joints in the damaged area or on any CLB member,conduct NDT.

7.8.9 The method of repair must ensure that the repaired area is at least as strong asthe original undamaged area. In cases where the original design was deficient insome way, an improved design, with pertinent calculations and proper repairprocedures, needs to be developed. This may involve the use of an externalengineering firm. At the very least, Engineering must agree with any new designsbefore modifications can be made.

7.9 Auxiliary Equipment and Accessories (see the Derrick Equipment Checklist andDerrick Equipment Specification)


7.9.2 Welded items must have documentation stating they passed nondestructivetesting (e.g., a magnetic particle examination) with no defects found.




7.9.4 All chains or cables (excluding safety cables) wrapped around the substructureshould be replaced with rated lugs and safety shackles.


7.9.6 All overhead bolts must have nuts that are prevented from vibrating loose. This

means that the nuts must be crimped or nylocked, or the bolt must have a holedrilled in it and have a safety pin through it to prevent the nut from unthreading.

7.9.7 Safety cable should be used as a secondary means of attachment in case ofprimary attachment failure (e.g., derrick lights, survey sheave pin with hole, SRLetc.).



7.10.1 A final inspection must be conducted once all required repairs have been madeto a substructure. It is not necessary for the same inspector who did the initialinspection to conduct the final inspection. However, a qualified professionalengineer must conduct final inspections of repairs to critical load-bearingmembers.

7.10.2 The final inspection is conducted to ensure that all the repairs recommended inthe initial inspection are completed, and the repairs are acceptable. The finalinspection ensures that recommended materials have been used to make repairsand the welding procedures and results are acceptable. If the inspector findsanything that is unacceptable, then s/he is responsible for ensuring that






corrective action is taken. A final inspection cannot be completed until there is noadditional recertification work required on the substructure.

7.10.3 After the final inspection is complete, the repairs should be documentedaccording to API RP 4G, Section 9.1, Inspection and Repair Records.

7.10.4 NOTE: The repair and inspection of incident damage does not result in a newcertification of the substructure. It only ensures that the substructure is soundenough to work under the present certification.

8 REFERENCED DOCUMENTS

8.1 The following documents were used as references for this document:



8.1.3 CAODC RP 1.0A, Substructure Inspection and Certification


8.1.5 CSA W59-03, Welded Steel Construction (Metal Arc Welding)



INSERT TAB TITLED:

Swivel



Title: Swivel Category III Inspection Type: Inspection Procedure



SWIVEL CATEGORY IIIINSPECTION PROCEDURE











1.0 PURPOSE

A Category III inspection is conducted to identify defects in the swivel and make necessaryrepairs.

2.0 SCOPE

With this procedure, a qualified person will be able to determine if a swivel is worn excessively ordamaged and will require shop service. If a crack, leak, which would indicate a crack, or otherdamage is found at any time, the swivel should be immediately taken out of service.

3.0 RESPONSIBILITY


3.1.1 A senior drilling person, engineer, or other specifically trained person mayperform a Category III swivel inspection. Senior drilling personnel include adrilling superintendent or rig manager who is familiar with this document and hasbeen trained by an engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least two swivels would also beable to use this document to perform an inspection.

3.1.3 The individual performing this inspection is generally not a professional engineerand, as such, does not accept legal liability for the structural integrity of theswivel.

4.0 RECORDS

4.1 Record the results of the inspection in the equipment file.

4.2 Fill out and return one signed copy of an Equipment Category III Inspection Record,

Swivel Inspection Checklist, and the report from the NDT (nondestructive testing)inspector to Asset Management or the equipment coordinator.







6.0 INSTRUCTIONS

6.1 At least one week before a Category III inspection, check the oil level and put an oilsample in a clean container. Send the oil sample to the area operations office forevaluation (regardless of condition). If water or other obvious contamination is found,






completely drain the oil and refill with the required quantity of recommended EP gear oil.Obtain another sample after one week.

6.2 With the swivel hung normally on the blocks in the kelly-down position, rotate the quillwith chain tongs. Abnormal sounds, rough bearing operation, or side play between the

quill and swivel body indicate an impending bearing failure.

6.3 With the swivel hung in the blocks and the kelly bushing engaged in the table, carefullyslack off the weight of the swivel while observing for vertical movement between the quilland swivel body. No visible movement should occur.

6.4 Place the kelly in the sock. With the tugger winch or sling on the blocks, rotate the swivelbail up and down while observing pin fits. Visible side-to-side or up-and-down clearanceis not acceptable.

6.5 Clean the swivel and kelly bar so that all surfaces are visible down to bare metal orundamaged paint as directed by an NDT inspector. Break all saver subs or crossovers.

6.6 Visually inspect the exterior of the swivel body and bail for cracks, distortion, corrosion,and abnormal wear.

6.7 Perform NDT on all exterior surfaces, including pin areas, swivel bail, and the exposedportion of the quill and threads. This inspection is typically performed when conducting adrill collar or drill pipe inspection.


6.9 At the discretion of the qualified person supervising the inspection, the swivel may besent to the area operations office for a complete rebuild and recertification. Cracks foundon the body or the bail or previous field welding will require shop repair.

6.10 Before returning the swivel to service, recheck oil levels and grease all fittings according

to the swivel manufacturer’s recommendations.



Title: Swivel Category IV Inspection Type: Inspection Procedure



SWIVEL CATEGORY IVINSPECTION PROCEDURE











1.0 PURPOSE

A Category IV inspection is conducted to identify defects in the swivel and make necessaryrepairs.

2.0 SCOPE

This document provides guidelines for conducting a swivel inspection. This inspection must beconducted by a qualified inspector and certified by a professional engineer every 2 years.

3.0 RESPONSIBILITY

3.1 Only a professional engineer with experience in this type of equipment and knowledgeabout repairs or an OEM-appointed agent can conduct a Category IV overheadequipment inspection.

4.0 RECORDS

4.1 According to API RP 4G, Category III and Category IV inspections must be recorded inthe equipment file. It is a good practice to find the identification plate on the swivel or inthe rig manager’s files and check the serial numbers, ratings, and description of theequipment.

4.2 In addition to noting the inspection in the equipment file, it is necessary to provide thisinformation to Asset Management.

4.3 The contractor (Ensign) must maintain a copy of the inspection records.

4.4 The inspection report (third-party inspection/certification record) validates the certificationby detailing any problems that were found and what steps were taken to repair thedefects. It also serves as a source of information and load rating for the equipment. Aninspection report will include the following sections:

4.4.1 Background information

4.4.2 Initial inspection

4.4.3 Final inspection

4.4.4 Supervisor/engineer’s authorization











6.0 INSTRUCTIONS


6.1.1 Routine inspection: API Recommended Practice 4G, the primary source for

drilling rig derrick inspection requirements in the United States andinternationally, recommends the following:

– Category I inspection: Conducted daily. This inspection involves avisual observation of the swivel by the rig crew during normal operationor routine maintenance.

– Category II inspection: Conducted every 7 operating days. This is aCategory I inspection that also involves a more thorough examination forcorrosion, deformation, loose or missing components, deterioration,proper lubrication, visible external cracks, and adjustment.


– Category IV inspection: Conducted every 2 years. This inspectionincludes the total disassembly of the unit and a thorough inspection of allparts for cracks, corrosion, wear, and excessive heat distortion. NDTmust be conducted on all items to determine if there are cracks.

6.1.2 Exceptions to standard frequency: There are exceptional circumstances thatsometimes require additions to the standard frequency levels for inspections.These circumstances occur when jarring is entered into a rig’s activity schedule.

The following Ensign rules apply when jarring occurs:

– If jarring occurs with a hook load at or above ½ the block rating, then aCategory IV inspection is required.

– If jarring is repeated more than 10 times with a hook load of ⅓ the rating,then a Category IV inspection is required.

– If jarring occurs in a surface hole (i.e., less than 1,000 feet [250 m]), thena Category IV inspection is required.


6.2.1 A Category IV swivel inspection includes the following:

– Cleaning and disassembly

– Visual inspection and NDT of individual parts

– Documentation of parts’ condition

– Repair of parts when required

– Replacement of parts when required






– Assembly of new and repaired parts

– Certification and documentation of swivel inspection

6.2.2 Cleaning and disassembly

– Completely disassemble the swivel. Take note of the sediment inside themain body when taking the unit apart. This might indicate if any metalwear is taking place.

– For a visual inspection, the parts must be free of oil, grease, scale, dirt,or any other contaminant. Parts such as the main body can be steamcleaned. In most cases, it is not necessary to sandblast painted surfacesin order to conduct a magnetic particle inspection (MPI). ASTM E709,Section 9.1.1 states that paint 0.001 to 0.002 inches (0.02 to 0.05 mm)thick will not normally interfere with MPI results.

6.2.3 Examination of parts

– MPI must be conducted to examine metal parts for cracks. The NDTinspector should be a qualified Level II or higher NDT inspector underCGSB-GP-8M and act in accordance with ASTM E-709 specifications.

– The bail should be measured for metal loss, including the eye of the bail.Hardness measurements of the bail should be taken and documented.

6.2.4 Bail inspection

– Conduct MPI of the entire bail.

– Measure the bail for metal loss at the eye and also along the length.Note that a reduction in diameter could be from wear or overload,

depending on the location.

– Take two or three hardness readings to get an average hardness of thematerial.

6.2.5 Gooseneck inspection

– Visually inspect the welds on the gooseneck, and check the inside of thetube for washout. Conducting an ultrasound on the tubing will provide anaccurate measure of tube loss.

6.2.6 Bonnet inspection

– Conduct MPI on the bonnet, and check for cracking.

6.2.7 Bail pin inspection

– Examine the bail pins for wear or distortion. If wear or distortion is found,check the mating areas of the pinholes for similar wear or distortion.

6.2.8 Body inspection

– Conduct MPI on the entire main body, and check for cracks. This examshould be internal and external.






– Conduct two or three hardness measurements to establish the overallhardness of the body.

6.2.9 Quill inspection

– The quill needs to be checked for various loading conditions. There iscompression loading at the bearing surface and tensile loading at theshaft sections. This part requires MPI and an ultrasound inspection.

– Conduct hardness tests on all the various diameters.

– Use standard thread gauges to verify the original integrity of the threadsat both ends.

– Make sure to check the bearing radius on the quill for wear, pitting, orfatigue cracking.

6.2.10 Quill sub inspection

– Visually examine the quill sub for any washout and pitting. If there iswashout or pitting, then an ultrasonic or penetrating examination may berequired.

6.3 Repair of Parts

6.3.1 Repairs that are the result of a Category III or Category IV inspection arecategorized as major or minor:

– Major repairs include the following:

– All weld repairs to any load-bearing component

– Any modification to load-bearing equipment, such as oversizingor undersizing pin fits

– Any replacement of load-bearing pieces, such as hook shanks,axles, pins, and so forth

– Shop repair of parts must follow an OEM (original equipmentmanufacturer) agent’s or professional engineer’s procedure. Allcomponents, when practical, should have serial numbers orunique identifiers stamped on them to verify the documentation.

– Competent repair personnel who use acceptable industry practices maymake minor repairs.

6.4 Load Derating

6.4.1 The load derating of used equipment, such as links (bails), is not recommended. Approval must be obtained from the drilling manager and will be the result of anacceptable manufacturer’s chart or professional engineer’s opinion.



INSERT TAB TITLED:

Tongs



Title: Manual Tong Category III Inspection Type: Inspection Procedure



MANUAL TONG CATEGORY IIIINSPECTION PROCEDURE






Addition: Tong Snub Lines EPC Paul Meade-Clift May 14, 10 2






1.0 PURPOSE

A Category III inspection is conducted to identify defects in the tongs and make necessaryrepairs.

2.0 SCOPE

This procedure is a guide for the inspection of manual rig floor tongs. With this procedure, aqualified person will be able to determine if the tongs are worn excessively and require shoprepair. Dimensional tolerances are not specified.

3.0 RESPONSIBILIT Y


3.1.1 Senior drilling personnel, engineers, or other specifically trained people mayperform a Category III tongs inspection. Senior drilling personnel include a drillingsuperintendent or rig manager who is familiar with this document and has beentrained by an engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least two sets of tongs wouldalso be able to use this document to perform an inspection.

4.0 RECORDS

4.1 Record the results of the tongs inspection on the tour sheet.

4.2 Fill out and return one signed copy of the Tong Inspection Checklist, Equipment CategoryIII Inspection Record, and the report from the NDT (nondestructive testing) inspector to Asset Management.






6.0 INSTRUCTIONS

6.1 With the tongs hung normally (or on a winch line), operate the latch mechanism, and testfor proper engagement, interference between moving parts, or excessive clearances.

6.2 Disassemble the tongs. Inspect all accessory jaws and pins.

6.3 Clean the tongs so that all surfaces are visible down to bare metal or undamaged paintas directed by the certifying party.

6.4 Visually inspect the tongs’ parts for cracks, distortion, corrosion, and abnormal wear.






6.5 Check tong snub lines for fraying and condition of shackles/mousing.

6.6 Conduct NDT on all surfaces, including pin areas, handles, and latch parts. Thisinspection is typically performed when conducting a drill collar or drill pipe inspection.

6.7 Inspect the condition and orientation of the die slot.

6.8 At the discretion of the qualified person supervising the inspection, the tongs may be sentto a qualified vendor for a complete rebuild and recertification. Any cracks or previousfield repairs will require shop repair.



INSERT TAB TITLED:

Top Drive



Title:Top Drive: Tesco 250HMICategory III Inspection




TOP DRIVE: TESCO 250HMICATEGORY III INSPECTION

PROCEDURE




Issued for Approval EPC Paul Meade Clift Sep 23, 09 0








1.0 PURPOSE

This procedure describes a reliable, repeatable method for evaluating the condition of a top drive.This information is meant to supplement the manufacturer’s documentation or provide guidancewhen the manufacturer’s information is not available.

2.0 SCOPE

With this procedure, a qualified person will be able to determine if a Tesco 250 HMI top drive isworn excessively or damaged and will require shop service. If a crack, leak, which would indicatea crack, or other damage is found at any time, the top drive should be immediately taken out ofservice.

3.0 RESPONSIBILITY


3.1.1 Senior top drive personnel, engineers, or other specifically trained people may

perform a Category III top drive inspection. Senior drilling personnel include a topdrive technician or rig manager who is familiar with this document and has beentrained by an engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least two top drives would alsobe able to use this document to perform an inspection.

3.2 Rig Manager

3.2.1 Ensure lockout stations and all appropriate lockout devices are available at theworksite.

3.2.2 Ensure all crewmembers are trained and follow Ensign’s lockout (lock-tag-try)policy.

4.0 RECORDS

4.1 Complete an Equipment Category III Inspection Record.

4.2 All documentation, including the relevant nondestructive testing (NDT) documents, mustbe sent to the top drive superintendent once the inspection is completed.













6.0 INSTRUCTIONS

6.1 Load Path: Visual/NDT Inspection

6.1.1 Disassembly

– Refer to pages 50−51 in the Tesco HMIS Maintenance and Service

Guide for the HMIS top drive (attached).

– Remove the saver sub from the lower end of the mud-saver valve:

– Send saver sub to Operations or a qualif ied vendor for repair andreturn (R & R).

– Remove the mud-saver valve from the quill.

– Remove the roto-actuator from the mud-saver valve:

– Send the mud-saver valve to Operations or a qualified vendor for R & R if a spare is available.

– Service the roto-actuator. Follow the procedure on page 36 inthe Tesco HMIS Maintenance and Service Guide for the HMIStop drive.

– Remove the load nut assembly.

– Remove the swivel yoke from the swivel links.

– Remove the swivel links (2) from the swivel body.

– Remove the elevator link retainers (2).

6.1.2 Inspection

– Perform an NDT (e.g., magnetic particle inspection [MPI]) on thefollowing parts:

– Quill: Load nut grooves and quill pin end

– Load nut assembly: Load nut retainer shoulder, split collars, andbottom plate

– Swivel yoke: Pin holes, hinge pins, and hook contact point

– Swivel links (2): Yoke pin holes, swivel pin holes, and swivel pins

– Swivel body: Pin holes

– Load collar: Ears, elevator link retainers (2), and load shoulder

– Perform a visual inspection of the following parts:

– Swivel yoke hinge pins and swivel pins

– Extend frame: All arms, pins, and plates







– Torque track: Welds, connections, studs, and nuts

– Transport cradle

6.1.3 Reassembly

– Refer to pages 53−54 in the Tesco HMIS Maintenance and Service

Guide.

– Install the load nut assembly.

– Install the roto-actuator on the spare mud-saver valve.

– Do not re-install a used mud-saver valve unless no spare isavailable.

– Install the serviced roto-actuator on the mud-saver valve.

– Install the saver sub on the mud-saver valve.

– Do not install a used saver sub; only use a new or reconditionedsaver sub.

– Install the elevator link retainers (2).

– Install the swivel links (2) on the swivel body.

– Install the swivel yoke on the swivel links.

6.2 Gearbox and Swivel Bearing End Play/Preload Inspection

6.2.1 Measurement

– Determine the end play/preload values for the gearbox quill and swivelbearings:

– Refer to Tesco Technical Bulletin (June 7/02), End Play/Pre-Load Measurement HMI Topdrive for the procedure used todetermine these values.

6.2.2 Preload adjustment

– Refer to Tesco Technical Bulletin (June 7/02), End Play/Pre-LoadMeasurement HMI Topdrive for acceptable preload values.

– If an adjustment is required, refer to page 41 in the Tesco HMIS

Maintenance and Service Guide.

7.0 ATTACHMENTS

7.1 Tesco HMIS Maintenance and Service Guide, pages 23−25, 28, 32, 41−44, and 49−54

7.2 Tesco Installation Guide for the HMIS top drive, page 21

7.3 Tesco Technical Bulletin (June 7/02), End Play/Pre-Load Measurement HMI Topdrive







ATTACHMENT 7.1Tesco HMIS Maintenance and Service Guide, pages 23−25, 28, 32, 41−44, and 49−54







ATTACHMENT 7.2Tesco Installation Guide for the HMIS top drive, page 21







ATTACHMENT 7.3Tesco Technical Bulletin (June 7/02), End Play/Pre-Load Measurement HMI Topdrive



Title:Top Driver: Tesco 250HMICategory IV Inspection




TOP DRIVE: TESCO 250HMICATEGORY IV INSPECTION

PROCEDURE












1.0 PURPOSE

This document describes the minimum required inspection procedure for a Tesco 250HMI topdrive. Typically, this document will be used to guide Ensign supervisors evaluating andsupervising a third-party inspection.

2.0 SCOPE

With this procedure, a qualified person will be able to determine if a Tesco 250HMI top drive isworn excessively or damaged and will require shop service.

NOTE: The 5-year Category IV inspection must include all the elements of the 6-month CategoryIII inspection.

3.0 RESPONSIBILITY

3.1 Category IV Inspectors

3.1.1 The OEM (original equipment manufacturer), engineers, or other specificallytrained people may perform a Category IV top drive inspection. Specificallytrained personnel may include a top drive technician or millwright who is familiarwith this document and has been trained by an engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least two top drives would alsobe able to use this document to supervise an inspection.

3.1.3 Ensign personnel are generally responsible for removing and installing theequipment on the rig.

3.2 Rig Manager

3.2.1 The rig manager is responsible for removing and re-installing the top drive.

3.2.2 Ensure qualified staff or contractors are available for all procedures.

3.2.3 Ensure JSAs are reviewed and crewmembers have the training for the task.

3.3 Driller

3.3.1 Hold a prejob safety meeting, and review the lockout procedure and applicableJSAs with all personnel.

3.3.2 Be aware of all locked out equipment.

3.3.3 Record any lockouts on the tour sheet.

3.3.4 Relay lockout information during the driller’s shift handover.


3.4 Crewmembers

3.4.1 Crewmembers must confirm they understand the lock-tag-try policy, writtenlockout procedure, and applicable JSAs.

3.4.2 Inform the driller about the status of any locked out equipment.







3.4.3 Do not lock out equipment without permission.

4.0 RECORDS

4.1 All magnetic particle inspection (MPI) documents must be sent to the top drivesuperintendent once the inspection is completed.

4.2 Certification documentation must meet all the requirements of API RecommendedPractice 8B.







6.0 INSTRUCTIONS

6.1 The Category IV inspection is NOT performed in the field; instead, it is conducted atlocations designated by an Ensign Drilling top drive superintendent.

6.2 Ensign Drilling is responsible for the following areas:

6.2.1 Refer to pages 33–35 in the Tesco Maintenance and Service Guide for the HMIStop drive (attached).

6.2.2 All items listed on pages 33–35, excluding the top drive, torque bushing, andextend frame:

– Conduct MPI on the items listed on pages 33–35 after sandblasting if painted.

6.3 Tesco is responsible for the following areas:

6.3.1 Top drive, torque bushing, and extend frame

7.0 ATTACHMENTS

7.1 Tesco Maintenance and Service Guide for the HMIS top drive, pages 33 –35.







ATTACHMENT 7.1Tesco Maintenance and Service Guide for the HMIS top drive, pages 33 –35.



Title:Top Drive: Varco TDS-10S:Category III Inspection




TOP DRIVE: VARCO TDS-10SCATEGORY III INSPECTION

PROCEDURE












6.0 INSTRUCTIONS

6.1 Load Path: Visual/NDT Inspection

6.1.1 Disassembly

– Refer to Varco Document No. 119800 (pages 1–9).

– Remove the saver sub from the lower end of the manual lower IBOP:

– Send the saver sub to Operations or a qualified vendor for repairand return (R & R).

– Remove the upper IBOP and manual lower IBOP from the quill.

– Remove the landing collar retainer.

– Remove the landing collar (Set).

– Remove the counter-balance cylinders (2).

– Remove the bail retainers (2).

– Remove the bail.

– Remove the top section guide beam from the unit.

– Remove the carriage angles (2).

– Disassemble the kickout.

6.1.2 Inspection

– Perform NDT (e.g., magnetic particle inspection [MPI]) on the followingparts:

– Quill: Landing collar grooves and quill pin end

– Landing collar assembly: Landing collar retainer and landingcollar (Set)

– Rotating head: Bail load areas (left and right sides) and landingcollar contact area

– Main body: Bail load areas (left and right sides), bail retainers

(2), and carriage angle mounting areas

– Bail: Main body contact areas and hook contact area

– Kickout: Short link, long link, and mounting bracket

– Perform a visual inspection of the following parts:

– Guide beam: Welds, pin holes, pins, and keepers

– Transport cradle







– Carriage angles (2)

6.1.3 Reassembly

– Reassemble the kickout.

– Install the carriage angles (2) on the main body.

– Install the top section guide beam into the unit.

– Install the bail and bail retainers (2).

– Install the counterbalance cylinders (2).

– Install the landing collar assembly.

– Install the upper IBOP and lower manual IBOP.

– Do not re-install used IBOP valves unless no spares areavailable.

– Install the saver sub on the mud-saver valve.

– Do not install a used saver sub; only use a new or reconditionedsaver sub.

6.2 Transmission/Motor Housing Main Shaft End-Play Inspection

6.2.1 Measurement and adjustment

– Determine the end play of the main shaft bearings:

– Refer to page 89 in the Varco TDS-10S Maintenance andTroubleshooting manual.

7.0 ATTACHMENTS

7.1 Varco Document No. 119800, pages 1−9

7.2 Varco TDS-10S Maintenance and Troubleshooting manual, page 89







ATTACHMENT 7.1Varco Document No. 119800, pages 1−9







ATTACHMENT 7.2Varco TDS-10S Maintenance and Troubleshooting manual, page 89



Title:Top Drive: Varco TDS-10SCategory IV Inspection




TOP DRIVE: VARCO TDS-10SCATEGORY IV INSPECTION

PROCEDURE












1.0 PURPOSE

This document describes the minimum required inspection procedure for a Varco TDS-10S topdrive. Typically, this document will be used to guide Ensign supervisors evaluating andsupervising a third-party inspection.

2.0 SCOPE

This procedure applies to a Varco TDS-10S top drive.

NOTE: This 5-year Category IV inspection must include all the elements of the 6-month CategoryIII inspection.

3.0 RESPONSIBILITY

3.1 Category IV Inspectors

3.1.1 The OEM (original equipment manufacturer), engineers, or other specifically

trained people may perform a Category IV top drive inspection. Specificallytrained personnel may include a top drive technician or millwright who is familiarwith this document and has been trained by an engineer or qualified inspector.

3.1.2 Senior personnel who have helped inspect at least two top drives would alsobe able to use this document to supervise an inspection.

3.1.3 Ensign personnel are generally responsible for removing and installing theequipment on the rig.

3.2 Rig Manager

3.2.1 The rig manager is responsible for removing and re-installing the top drive.

3.2.2 Ensure qualified staff or contractors are available for all procedures.

3.2.3 Ensure JSAs are reviewed and crewmembers have the training for the task.

3.3 Driller

3.3.1 Hold a pre-job safety meeting, and review the lockout procedure and applicableJSAs with all personnel.

3.3.2 Be aware of all locked out equipment.

3.3.3 Record any lockouts on the tour sheet.

3.3.4 Relay lockout information during the driller’s shift handover.


3.4 Crewmembers

3.4.1 Crewmembers must confirm that they understand the lock-tag-try policy, writtenlockout procedure, and applicable JSAs.

3.4.2 Inform the driller about the status of any locked out equipment.







6.3 Varco is responsible for the following areas:

6.3.1 Inspecting and repairing the top drive, VDC, and VFD (internal components only)

6.3.2 Certifying the top drive

6.4 Engineering Certification

6.4.1 Top drive

7.0 ATTACHMENTS

7.1 Top Drive Group: Inspection/Repair Procedure, Varco TDS-10S: Guide Beams and Pins

7.2 Varco Document No. 122941: Transport Cradle, pages 1–3

7.3 Varco Document No. 118933: VFD, pages 1–6







ATTACHMENT 7.1

TOP DRIVE GROUP: INSPECTION / REPAIR PROCEDURE

VARCO TDS-10S: GUIDE BEAM and PINS

GUIDE BEAM

Inspection Remove paint from Guide Beam Joint, up to and including HSS attachment point. Perform NDT inspection. Ensure parent material is solid. Measure critical dimensions as per relevant Varco documents listed below.

Welding Rod: 10018 Preheat: 200

0F

Post-Welding Cooling: Wrap for slow cool until piece reaches ambient shop temperature. Perform NDT inspection on all repaired areas minimum 12 hours after welding.

Machining Hole Diameter: 1.755 +.003, -.000. Reference: Varco Document No. 119919.

Numbering The face of each Guide Beam Joint must have a welded connection identification number. Numbers are to start from the top, with both joints of the first connection being identified with the

number ’1’.

PINS

Inspection Measure critical dimensions as per relevant Varco document (s).

Material Diameter: 1.750 +.000, -.000. Material: 4140 PG Reference: Varco Document No. 119921.

DOCUMENTATION

NDT Inspection Documentation Ensure that all relevant NDT inspection documentation is sent to Top Drive Superintendent immediately

upon completion of work.

ATTACHMENTS

Varco Document No.’s119918, 119919, 119921, 122460, 122259, 122260







ATTACHMENT 7.3Varco Document No. 118933: VFD, pages 1–6



INSERT TAB TITLED:

Wellsite



Title: Wellsite Annual Inspection Type: Inspection Procedure



WELLSITE ANNUALINSPECTION PROCEDURE











1.0 PURPOSE

The annual wellsite inspection is conducted to ensure the rig manager’s wellsite quarters are safeto use.

2.0 SCOPE

This document is a guide for the inspection of the rig manager’s wellsite unit.

3.0 RESPONSIBILITY

3.1 Rig Manager

3.1.1 Rig managers are responsible for scheduling or performing the wellsiteinspection.

3.1.2 When a third-party inspector is being employed, s/he should have experiencewith inspections and must use the Wellsite Annual Inspection Checklist orequivalent.

4.0 RECORDS

4.1 Return a completed Wellsite Annual Inspection Checklist, Equipment Annual InspectionRecord, and Wellsite Certification/Safety Requirements and any certification informationto Asset Management.







6.0 INSTRUCTIONS

6.1 Annual Inspection

6.1.1 For the rig manager’s safety, Ensign policy states that a qualified person mustconduct a wellsite unit inspection once a year. Typically, a service person fromthe original equipment manufacturer is used to conduct this inspection, althoughthe inspection can be conducted by an experienced rig manager who hasassisted in two previous inspections.

6.1.2 The inspector must conduct the inspection using the Wellsite Annual InspectionChecklist.






6.2 Certification

6.2.1 A wellsite unit only has to be certified once (check local regulations). If the unit isalready certified, there will be a tag or label on the exterior of the unit.

6.2.2 The Wellsite Annual Inspection Checklist includes the minimum requirementsrecommended for the initial certification of a wellsite unit. A qualified servicerepresentative can perform both the certification and annual inspection of awellsite unit.

6.2.3 If a certification tag cannot be found on the exterior of the wellsite unit, see theWellsite Certification/Safety Requirements document.



INSERT TAB TITLED:

CHECKLISTS



Title:ADR™ Hoist ChainInspection Checklist

Type: Inspection Form

Engineering, Procurement, & Construction Author: EPC Doc#: FM-0055 Rev 1


ADR™ HOIST CHAIN INSPECTION CHECKLIST

RIG #: DATE:

EQUIPMENT E #: SERIAL #:

INSPECTION PERFORMED BY

(Inspection company and/or rig manager)

IMPORTANT: An Equipment Category III Inspection Record, all sketches, NDT documents, and/or

third-party inspection and certification documents MUST be attached to this completed formand forwarded to Asset Management.

MANUFACTURER: DATE INSTALLED:

NUMBER OF LINKS: ANSI NUMBER:

STRANDS (Single, Double etc.): DATE LAST INSPECTED:

1. HOIST CHAIN INSPECTION

Measure chain to determine % elongation (Use Calculation Table below)

Clean sections of chain to inspect

Use chain gauge to check elongation

Location 1 (OK/1.5%/3.0%)






Check chain for visual signs of wear (OK/tight/broken/cracked/egged etc.)

Check for turned pins



Title:ADR™ Hoist ChainInspection Checklist




CALCULATION TABLE

ADR™ ROLLER CHAINS CHAIN 1 CHAIN 2

M Measured distance

B Number of pitches

P Pitch (bushing-to-bushing)

D Bushing distance (B x P)

E Chain elongation ( M – D)

% E % chain elongation (E/D x 100%)

NOTE: Replace chain at 3% elongation. Replace sheave every third new chain.

2. SHEAVE INSPECTION

Check for roughness (OK/worn)

Check for binding as chain engages and disengages (OK/engage/disengage)

Inspect teeth (OK/reduced/hooked)

Check wear due to alignment (OK/roller link/plates)

NOTE: Do not run a new chain on a worn sprocket because it will cause the new chain to wear rapidly.Do not run a worn chain on a new sprocket because it will cause the new sprocket to wear rapidly.

As a general rule, replace the sprockets with every third chain replacement.

3. MOUNTING BLOCK INSPECTION

Check chain holding fingers (OK/worn/cracked)

Check chain holding fingers (OK/twisted/hole parallel)

Check base of block (OK/worn/cracked)

NDT performed (Attach report if required) (Yes/No)

NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline

manual. Contact Engineering with any questions or to obtain assistance with this inspection.



INSERT TAB TITLED:

Bridle Line



Title: Bridle Line Inspection Checklist Type: Inspection Form



BRIDLE LINE INSPECTION CHECKLIST(FILL OUT ONE FORM FOR EACH INDIVIDUAL BRIDLE LINE)

RIG #: DATE:

EQUIPMENT E #: ______ SERIAL #:



IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completedchecklist and forwarded to Asset Management.


CABLE DIAMETER: CABLE TYPE:

PIN-TO-PIN LENGTH: DATE LAST INSPECTED:

BRIDLE LINE INSPECTION

End attachment

#1

End attachment

#2

Sheave point

#1

Sheave point

#2

Bridle saddle

point

Lay length

Diameter

# of broken

wires/lay length

Corrosion (Y/N)*Wire rope must be removed from service if:

Substructure raising line: there are 6 or more randomly distributed wires broken in one rope lay or 3 or more wires broken in one strand in one lay.

Mast raising line: any broken wires.

Note: Carefully examine the valleys between the rope lays.

** A reduction in diameter in excess of 2 mm for wire rope with diameters between 19 and 29 mm and 3 mm for wire rope diametersgreater than 29 mm would indicate that the wire rope be removed from service.

***The appearance of any rust along the length of the wireline and/or adjacent terminal end fittings is cause for immediate removal fromservice.

END ATTACHMENTS INSPECTION

End attachment #1 End attachment #2

Broken wires (OK/NA):

Corrosion at ends (Y/N):

Resin cracked on spelter socket (Y/N):

Wear, grind, or weld evidence (Y/N):

Pin wear on open spelter socket (OK/NA):

NA: Not acceptable



Title: Bridle Line Inspection Checklist Type: Inspection Form



SHEAVE INSPECTION

Sheave #1 Sheave #2

Groove gauge (OK/NA):

Damage (type/location):Bearing wear (side play):

NA: Not acceptable

NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline manualand API 4G.Contact Engineering with any questions or to obtain assistance with this inspection.



Title:Derrick Inspection & DroppedObjects Checklist



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DERRICK INSPECTION & DROPPED OBJECTS CHECKLIST

RIG #: DATE:


INSPECTION PERFORMED BY: (Inspection Company and/or Rig Manager)

IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/or third-party inspection and certification documents MUST be attached to this completed form andforwarded to Asset Management.

PART A – DERRICK INSPECTION

Clean and prepare surfaces (Steam clean)

Identify CLB1 members (Use sketch of derrick)

Bridle line anchor points and saddles (OK/cracks/rust/dents/rips/deep scratches/bends/worn areas)

Bumper blocks (OK/damaged)

Cable raising system (OK/wear/distortion/irregular operation)

Note: Raising wishbone and associated lines must be shop inspected once a year.

Crown water table (OK/dents/rips/deep scratches/bends/worn areas/rust/cracks)

Crown weld inspection (OK/cracks/rust/missing/surface irregularities)

Hydraulic raising system (OK/corrosion/wear/leaks/loose parts)

Lifting system sheaves (OK/impact damage/cracks/rough running/side play/loose)

Member inspection (CLB) (Symmetrical/missing parts/distortion/added steel)

Member inspection (Secondary) (OK/dents/rips/deep scratches/bends/worn areas/rust/cracks)

Pin and lug inspection (OK/undersize/oversized/loose)

Note: Remove pins or connections, as necessary, to properly inspect.

Sheaves (OK/impact damage/cracks)

Sheave attachments (OK/cuts/distortion/missing fasteners/loose mounts)

Sheave bearing (OK/rough running/side play/loose)

Sheave gauge (OK/excessive wear/uneven wear)

Weld inspection (OK/cracks/rust/missing/surface irregularities)



Title:Derrick Inspection & DroppedObjects Checklist



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Mast modifications (Yes/No)

Certified (Yes/No)

Specify

Major damage2 (CLB) (Yes/No)

Specify

Minor damage3

(Yes/No)

Specify

Cause of damage (If applicable)

NDT performed (Attach report) (Yes/No)

NOTE: This inspection MUST follow Ensign’s International Equipment Inspection Procedures & FrequencyGuideline manual and API 4G.

Contact Ensign Engineering with any questions or to obtain assistance with this inspection.

1Critical load bearing (CLB)

The pinning stools, stool beams, rotary table beams, racking floor beams, and allhorizontal and vertical beams that directly support these beams and any member orsupport whose primary function is to hold workers (e.g., sub wings, ladders, andplatforms). Visualize how these members will react and co-react to table loads, hookloads, setback loads, and derrick raising and lowering loads.

2Major damage

Geometrical distortion or structural damage to A-legs, raising assembly, main legs,crown, or any other load-bearing member. Major damage requires inspection by a

professional engineer.

3Minor damage

Damage or distortion to secondary equipment (e.g., ladders, monkey board,walkarounds, tong hangers, or cosmetic damage to diagonal girts and minor fandistortions). Minor damage can be inspected and repair recommendations can be madeby a senior drilling operations person, as defined in Derrick Category III InspectionProcedure.



Title: Derrick Inspection & DroppedObjects Checklist


Engineering, Procurement, & Construction Author: EPC Doc : FM-0057 Rev 2

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PART B – DROPPED OB ECTS CHECKLIST

NOTE: BEFORE YOU START ANY TASK, CONSIDER THE POTENTIAL FOR DROPPED OB ECTS:

- Even if our task is not at height, consider the environment where ou will perform the task and anyother activities that may be going on around ou.- Before work commences, visuall inspect the work area for loose items and debris. Check theequipment and structures in the work area to ensure that any fasteners, bolting, covers, etc. areproperl secured.- Check that secondar retention is in place for all items secured above the work area, eg. lighting, PAequipment, etc.

Crown Block General check of crown block

Drawworks & Drilling LineCheck condition of drilling line. Eamine wire rope for signs ofcrushing, fraying or broken strandsCheck wire ropes and hook terminations for damage, fraying,broken strands etc.Drillfloor Winches

Check control functions correctl and the brakes are operationalCheck fingers for damage and ensure all fasteners are secure

Fingerboards & MonkeyboardLevel Check monkeyboard and adjacent walkways are clear of looseitems

HPUCheck hydraulic oil level and correct working pressure setting fordrill floor tools etc.Eamine spinner motors, torque clinders, hoses and hydraulicfittings for damage or leaks

Iron Roughneck Check track rail is undamaged, clean and end stops are secure.Ensure wheels are secureCheck telescopic rollers are secure and lubricatedVisuall inspect racker head for loose or worn fittingsRacking Arm

Check hydraulic hoses and fittings for damage or leaksCheck tong dies and retaining pins are secure and in goodconditionCheck tong body for damage and cracksRig Floor Tongs

Check counterweight wire ropes for damage and fraying



Title: Derrick Inspection & DroppedObjects Checklist


Engineering, Procurement, & Construction Author: EPC Doc : FM-0057 Rev 2

S:\EPC\Qualit Assurance\Doc Control\Documents\MA-Manual\Intl Equip Inspec Proced Freq Guide 2009\Checklists&Records\FM-0057_Rev2 Pg 4 of 4

Visuall inspect doll rollers to ensure roller pins locking devicesare secureVisuall inspect retractable doll arms to ensure bolt, pinconnections & locking devices are secureVisuall inspect swivel / gearbo area for loose fittings, particularlat service loop manifoldsThoroughl inspect pipe handler assembl, particularl for loosefittings on link tilt assembl, IBOP actuator torque wrench.Ensure locking devices are in placeInspect bails and elevators. Check elevators for loose or damagedfittings ensure locking devices are in place

Top Drive Section, Pipe Handler and Dolly Assembly (whereapplicable)

Visuall inspect bolts lockwire on pipehandler torque wrenchclinder clamp end cover

NON-CONFORMANCES:



Title: Derrick Equipment Specification Type: InspectionSpecification

Engineering, Procurement, & Construction Author: EPC Doc : SP-0017 Rev 1

http://enet/epc/Approved%20and%20Released%20Documents/Forms/AllItems.asp Pg of8

DERRICK EQUIPMENTSPECIFICATION

Ensign Energy ervices - EPC2000 – 5th treetNisku, AlbertaT9E 7X3


Issued for Approval EPC Paul Meade-Clif t May 07 10 1





http://enet/epc/Approved%20and%20Released%20Documents/Forms/AllItems.asp Pg 2 of8

Item (Listed Alphabeticall) Conformance Requirements

Local OHSAPI RP 54 A-Leg Cl imbing Fall -Ar rest Lugs(Cantilever Derricks) ANSI/ASSE Z-359At swivel point on the top of the A-Leg A-Leg Top Pins and Lugs(CantileverDerricks) Pins must be AE 4140 HTSR w/mill certs‘L’ angles or grip strut recommended A-Leg Walkway or Steps(Cantilever Derricks) Welded securel to A-LegsMaimum rating of ,00 kilograms (4,000 lbs)Boom Line Arm and Cable Anchor (All Rigs) Winch must be set to pull less than the Boom Arm RatingAPI 9B ection 3 - Recommended Design FeaturesBreak-Over Sheave(Cantilever Derricks) Replace sheaves or bearings when sheave is looseAPI RP 4FBridle Line and Saddle Hanging Lugs(Cantilever Derricks, elescopic Derricks) ection 7.1.3.1 - Wire RopeLocal OHSAPI RP 4F ection 0.8.3 - Wire Rope ConnectionsAPI RP 4G-92 ection 3 - Raising Line Inspection and ReplacementAPI RP 9B

Bridle Line Attachments(Cantilever Derricks, elescopic Derricks)

ection 2.19 - Design FactorCategorl I inspection to be conducted by Ensign worker: checkcondition, function test.Categor III and IV inspections to be conducted by manufacturerCasing Stabbing Machine(All Rigs) Ensign rig manager must ensure manufacturer conducts formalCategor III and IV inspections and provides documentation

Crown Bumper Block(Cantilever Derricks, elescopic Derricks) Local OHSAPI 9BDeadline Anchor (Cantilever Derricks, elescopic Derricks) ection 2.26 - Deadline Anchor

Deflection Plates(All Rigs ecept ADR’s) Must conform to the attached strong-back deflector plate drawingor another approved, stamped drawing from Ensign EngineeringLocal OHSCAODC RP .0 (Nov. 02)– Ensign requirement for all jurisdictionsDerrick L ifting Lugs and Cable Guides(Cantilever Derricks, elescopic Derricks) ection .2 - Lifting PointsDesigned and constructed according to ANSI A14.3Derrick Ladder (All Rigs) Local OHSPins must be AE 4140 HTSR w/mill certsPins must not be loose in stoolsDerrick Stool Pins and Lugs(All Rigs) Pins must have safet pins





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Item (Listed Alphabeticall) Conformance Requirements

C-Channel must be securel welded to strong-backsElectrical Cord Tray(All Rigs) Conduit securel clipped or attached to C-ChannelLocal OHSCAODC RP 9.0 – Ensign requirement for all jurisdictionsAPI RP 54Escape Line(Cantilever Derricks, elescopic Derricks) ection 5.7 – Auiliar Escape

E- Rider (Cantilever Derricks, elescopic Derricks) Local OHSHorizontal Lifeline & Winch Anchor (Cantilever Derricks) Local OHSHydraulic Piping(All Rigs) Attach securel to strong-backs up side of derrick

API RP 4FHydraulic Ram for Mast Lifting(ADR Hydraulic Ram-Raised Mast Rigs) ection 0.8.4 - Cylinders and WinchesLocal OHSAPI RP 7K ection 9.10.2 - Rotar Hose: Primar LoadAPI RP 7L

Kelly Hose Safety Line(All Rigs) ection A.7 - RP for Care and Use of Rotar Hose: afet Chain

Ladder Fall Arrest (VLL or Post & SRL)(All Rigs) Local OHS

Lights(All Rigs) Ensign standard light with safet cable tied to derrick10 to 24-inch ‘Wide Grip’ strut channel walkwaySecurel welded to the strong-backs on the back of the derrickMast Walkway(Cantilever Derricks,ADR Hydraulic Ram-Raised Mast Rigs) Runs from top of A-Leg to the crown water-table beam

Monkey Board Fall Arrest(Cantilever Derricks, elescopic Derricks) Local OHSApproved lugs, cables, shackles, and/or pins for transportIncludes pinning points and bridle line attachmentsMonkey Board / Racking Floor (Cantilever Derricks, elescopic Derricks) Local OHSCategor I inspection to be conducted by Ensign worker: checkcondition, function test.Categor III and IV inspections to be conducted by manufacturerPipe Centralizer (ADR lant Rigs Onl) Ensign rig manager must ensure manufacturer conducts formalCategor III and IV inspections and provides documentationRating based on weight of pipe spinnerPipe Spinner Lugs(Cantilever Derricks, elescopic Derricks) See tong sheave information

Pull-Over Lugs(Cantilever Derricks) Rated to pull weight of A-leg to pin to substructure



INSERT TAB TITLED:

Doghouse



Title:Doghouse Raising SystemInspection Checklist




DOGHOUSE RAISING SYSTEM INSPECTION CHECKLIST

RIG #: DATE:

EQUIPMENT E # (OF DOGHOUSE): SERIAL #:



IMPORTANT: An Equipment Category III Inspection Record, all sketches, NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completed formand forwarded to Asset Management.


CABLE DIAMETER: CABLE TYPE:

LENGTH OF SHORT CABLES: DATE LAST INSPECTED:

LENGTH OF LONG CABLES: DATE LAST INSPECTED:

DOGHOUSE LINE INSPECTION

Long linesub side

Long lineopen side

Short linesub side

Short lineopen side

Lay length

Diameter# of brokenwires/lay length

Corrosion (Y/N)

*Wire rope must be removed from service if there are 6 or more randomly distributed wires broken in one rope lay or 3 or more wiresbroken in one strand in one lay.**A reduction of more than 2 mm in the wire rope’s diameter indicates that it should be removed from service. A reduction in the rope’sdiameter is commonly the result of wear and corrosion. There will usually be some evidence of rust on the rope, and the amount that istolerated is the amount that it takes for this specific size reduction.

END ATTACHMENTS INSPECTION

Thimblesand D ring

Fist gripconnections

Broken wires (OK/NA):

Corrosion at ends (Y/N):

Resin cracked on swage (Y/N):

Wear, grind, or weld evidence (Y/N):

NA: Not acceptable



INSERT TAB TITLED:

Drawworks Brakes



Title:Drawworks Main BrakesInspection Checklist




DRAWWORKS MAIN BRAKES DATE: _______________________

INSPECTION CHECKLIST RIG #: _______________________

DRAWWORKS MANUFACTURER: __________________________________________________

DRAWWORKS MODEL: ___________________________________________________________ INSPECTED BY ___________

INSPECTION LEVEL

I II III IV

DailyWkly6 months5

years

INSPECTION PROCEDURES(Each inspection level must include the

procedures from all lower levels)

COMMENTSand/or

MEASUREMENTS(If required)

Category I and Category II inspections can be conducted with all brake components in place.

Category I and Category II inspections must be conducted by an experienced motorhand.

- - - Visually check amount of wear on brake blocks (especially dead end).

6.3.1

Test crown block saver operation.6.3.9

(Have driller run blocks to crown.)

Make sure no brake blocks drag with brake released.6.3.6

Grease all grease fittings after completing the inspection. A

- Test brake function. (Ask driller about mushy feeling, kick-back etc.)

- Check that brake handle angle is acceptable.VII

(Ask driller.)

- Measure amount of brake block wear on most worn block.6.3.1

- Check rims for signs of overheating.6.3.3

- Visually check bands for cracks, gouges, twisting, or other abnormalities.6.3.2

- Visually check condition of linkages, shafts, adjusting bolts, and pins.

- Check for signs of uneven block wear between bands.6.3.7

- Visually check condition of retaining springs, rollers, and/or retaining blocks.6.3.6

- Visually check crown saver components for wear, cracks, and proper operation.6.3.9

Category III inspections should be conducted with the guards and brake bands removed.

Category III inspections must be conducted by an experienced rig manager or mechanic, with NDT performed by a competentoperator.

- - Thoroughly inspect bands for cracks, gouges, twisting, or other abnormalities.6.3.2

- - Gauge band pins and pin holes for wear.6.3.8

- - Clean and deglaze rims if necessary. Measure rim diameter.6.3.3

- - Check rims for out-of-roundness.6.3.3

- - Perform MPI on both brake bands’ end area.IX

- -

Perform MPI on all nuts, threaded equalizer components, or other componentsthat are a part of the adjuster assembly.

IX

- - Perform MPI on equalizer mounting structure welds.IX

- - Perform MPI on crown saver linkages.IX

- - Check linkage operation with bands removed and in place.6.3.4

- - Record inspection in derrick logbook and complete inspection record for files.



Title:Drawworks Main BrakesInspection Checklist




Category IV inspections require removal of brake bands, adjusters (eyebolts, turnbuckles, adjusting barrels etc.), and all pins.Thoroughly clean all removed components and remove paint and rust from weld surfaces in preparation for NDT testing.

IX

Category IV inspections must be conducted by a mechanic and NDT technician or an engineer.

- - - Disassemble all brake parts. Inspect all components for wear or damage.

- - - Gauge pins and pin holes for wear.6.3.8

- - - Perform MPI on both brake bands, complete end to end.IX

- - - Perform MPI on all nuts, threaded equalizer components, or other componentsthat are a part of the adjuster assembly.

IX

- - - Perform MPI on equalizer mounting structure welds.IX

- - - Perform MPI on crown saver linkages.IX

- - - Perform ultrasonic testing on all pins.IX

- - - If NDT testing reveals cracks in mentioned components, then further testing willbe required on the brake lever, primary and secondary shafts, and equalizer.

IX

- - - Install pins and adjusters and test linkage operation before and after installing

bands.6.3.4

- - - Install bands, make adjustments,VII

and test brake and crown saver operation.

- - - Test brake operation with one band disconnected (test each side).VII

- - - Paint all exposed, non-lubricated surfaces to prevent rust.

- - Record inspection in derrick logbook and obtain inspection record for files.

COMMENTS: Attach MPI report and additional comments.

Any deficiencies found need to be recorded and corrective action must be taken as soon as possible.

All nondestructive testing must be performed by qualified personnel in accordance with ASTM E-709.

ORIGINAL BRAKE BLOCK THICKNESS: ____________________________ (Allowable wear on any block = half the originalthickness)

ALLOWABLE WORN RIM DIAMETER: ______________________________ (See CAODC, Section F2 or manufacturer’s specs.)

FOOTNOTES: A: Use EP-1 grease. If some grease nipples are not accessible with guards in place, then remove guards and greasethem on a weekly basis.

6.3.1 to 6.3.9 refer to a section in the Drawworks Main Brakes Inspection Procedure in the Equipment InspectionProcedures & Frequency Guideline.

VIII refers to section 6.5: Adjustment and Maintenance in the Drawworks Main Brakes Inspection Procedure in theEquipment Inspection Procedures & Frequency Guideline.

IX refers to section 6.6: Nondestructive Testing in the Drawworks Main Brakes Inspection Procedure in the EquipmentInspection Procedures & Frequency Guideline.



INSERT TAB TITLED:

Engines



Title: Engines ‘C’ and ‘D’ Checklist Type: Inspection Form



ENGINES‘C’ AND ‘D’ CHECKLIST

Date: Rig #:

Equipment #: Equipment Description: _______________________

‘C’ Check ‘D’ Check Engine Hours: _______________________

Service Company: _________________________________________________________



Service Company: _________________________________________________________



Service Company: _________________________________________________________



Service Company: _________________________________________________________



Service Company: _________________________________________________________

(Confirmation of inspection)

Rig manager

IMPORTANT: Please attach copies of service reports if received and return to Asset Management.



INSERT TAB TITLED:

Equipment



Title:Equipment AnnualInspection Record




EQUIPMENT ANNUAL INSPECTION RECORD

RIG #: DATE:


EQUIPMENT DESCRIPTION:

IMPORTANT: Ensign checklists, MPI/NDT documents, and/or third-party inspection and certification documentsMUST be attached to this completed form and forwarded to Asset Management.

5TH WHEEL PIN (NDT required)

CAMP (Kitchen inspection)

WELLSITE UNITS

TRAILERS

OTHER

*Please check one



REVIEW AND CONFIRMATION OF INSPECTION

and/or(Confirmation of inspection) (Confirmation of inspection)

Certifying individual Rig manager


manual (API 4G, 8B, 53). Contact Engineering with any questions or to obtain assistance with thisinspection.



Title: Equipment Inspection Record Type: Inspection Form



EQUIPMENT INSPECTION RECORD

RIG #: DATE: ______

EQUIPMENT E #: SERIAL #: ______

EQUIPMENT DESCRIPTION: ______

BAILS

BECKET

BLOCK

BRAKE BAND(NDT required)

BRAKE LINKAGE(NDT required)

BRIDLE LINE

CROWN

DC LIFT ADAPTER

DERRICK

ELEVATOR

HOOK

SUBSTRUCTURE

SWIVEL

(NDT required)

TELESCOPIC-DOUBLERAISING SYSTEM

TONGS(NDT required)

TOP DRIVE

OTHER

*Please check one

INSPECTION PERFORMED BY (Inspection Company and/or Rig Manager)

IMPORTANT: Ensign checklists, MPI/NDT documents, and/or third-party inspection and certification documentsMUST be attached to this completed form and forwarded to Asset Management.

CATEGORY INSPECTION FREQUENCY

Inspection performed @ interval: 6 month

(Check one only) 2 year

Number of drilling days accumulated on equipment since last Category IV inspection: ______

REVIEW AND CONFIRMATION OF INSPECTION

__ and/or ____ (Confirmation of inspection) (Confirmation of inspection)

Certifying Individual Rig Manager

NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline manual(API 4G, 8B, and 53).

Contact Ensign Engineering with any questions or to obtain assistance with this inspection.



INSERT TAB TITLED:

Fifth Wheel Pin



Title:Fifth Wheel Pin AnnualInspection Checklist




FIFTH WHEEL PIN ANNUAL INSPECTION CHECKLIST

RIG #: DATE:

DATE OF LAST INSPECTION:



IMPORTANT: An Equipment Annual Inspection Record, any sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completed form

and forwarded to Asset Management.

Upper fifth wheel plate (OK/cracked/loose/warped)

King pin straightness (OK/bent)

King pin length (OK/wrong)

King pin diameter Inches (OK/undersize)

Upper fifth wheel mounting (OK/loose/missing fasteners/rust)


Fifth wheel pin and mounting (Accepted/Rejected)

(Accept only if all above are OK)

NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline manual.Contact Engineering with any questions or to obtain assistance with this inspection.



Title: Floating Crown Inspection Checklist Type: Inspection Form



FLOATING CROWN INSPECTION CHECKLIST

RIG #: DATE:




IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents,and/or third-party inspection and certification documents MUST be attached to thiscompleted form and forwarded to Asset Management.


Identify CLB1 members (Use sketch of floating crown)


Member inspection (Secondary) (OK/dents/rips/deep scratches/bends/worn areas/

rust/cracks)

Weld inspection (OK/cracks/rust/missing/surface irregularities)

Crown weld inspection (OK/cracks/rust/missing/surface irregularities)

Chain inspection (OK/stretched/worn/surface irregularities)

Chain sprocket (Sheaves) attachments (OK/cuts/distortion/missing fasteners/loose mounts)

Chain sprocket (Sheaves) gauge (OK/excessive wear/uneven wear)

Chain sprocket (Sheaves) (OK/impact damage/cracks)

Chain sprocket (Sheaves) bearing (OK/rough running/side play/loose)

Pull down cable inspection (OK/stretched/worn/surface irregularities)

Pull down cable sheave attachments (OK/cuts/distortion/missing fasteners/loose mounts)

Pull down cable sheave gauge (OK/excessive wear/uneven wear)

Pull down cable sheave (OK/impact damage/cracks)

Pull down cable sheave bearing (OK/rough running/side play/loose)

Hydraulic raising system (Crown rams) (OK/corrosion/wear/leaks/loose parts)

Hydraulic system hoses (OK/corrosion/wear/leaks/loose parts)

Pin and lug inspection (Rams) (OK/undersize/oversized/loose)

Remove pins or connections, as necessary, to properly inspect.

Crown modifications (Yes/No)

Certified (Yes/No)



Title: Floating Crown Inspection Checklist Type: Inspection Form



Specify


Specify

Minor damage3

(Yes/No)Specify




manual. Contact Engineering with any questions or to obtain assistance with this inspection.

1Critical load bearing (CLB)

The pinning stools, stool beams, rotary table beams, racking floor beams, and all horizontal andvertical beams that directly support these beams and any member or support whose primaryfunction is to hold workers (e.g., sub wings, ladders, and platforms). Visualize how thesemembers will react and co-react to table loads, hook loads, setback loads, and derrick raising andlowering loads.

2Major damageGeometrical distortion or structural damage to A-legs, raising assembly, main legs, crown, or anyother load-bearing member. Major damage requires inspection by a professional engineer.

3Minor damageDamage or distortion to secondary equipment (e.g., ladders, monkey board, walkarounds, tonghangers, or cosmetic damage to diagonal girts and minor fan distortions). Minor damage can beinspected and repair recommendations can be made by a senior drilling operations person, as

defined in Derrick Category III Inspection Procedure.



INSERT TAB TITLED:

Iron Derrickman



Title: Iron DerrickmanInspection Checklist


Engineering, Procurement, & Constructi on Author: EPC Doc#: FM-0069 Rev 1

S:\EPC\Quality Assurance\Doc Control\Documents\MA-Manual\Intl Equip Inspec Procedures & Frequency Guideline 2009\Checklists and Records\FM-0069 _Rev1 Pg 1 of 3

IRON DERRICKMANTM INSPECTION CHECKLIST

RIG #: DATE:




NOTE: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completed formand forwarded to Asset Management.

Lockwire (Check for missing or broken lockwire) (OK/broken/missing)

Cotter pins (Check for missing or broken cotter pins) (OK/broken/missing)


Identify CLB1 members (Use sketch of Iron DerrickmanTM)

Member inspection (CLB) (Symmetrical/missing parts/

distortion/added steel)

Member inspection (Secondary) (OK/dents/rips/deep scratches/bends/

worn areas/rust/cracks)

Weld inspection (OK/cracks/rust/missing/surface

irregularities)

Hydraulic system hoses and fittings (OK/corrosion/wear/leaks/loose parts)

Electrical system wires and connections (OK/abrasions/exposed wire/cuts/loose

connections)

Safety pins and cables (OK/missing)

All pins are fully engaged and secure (Yes/No)

Oil in gearbox (If applicable) (Ok/low/overfilled/No)

Upper bearing wear (OK/loose)

Lower bearing wear (OK/loose)

Bull/pinion gear tooth wear (OK/broken teeth/cracks/worn areas)

Inspect rotating gate split halves and spindle (OK/corrosion/wear/loose parts)

Inspect all mounting arrangement(s) (OK/dents/rips/deep scratches/bends/worn areas/rust/cracks)

Check for any visible cracks/paint cracks etc.



Title: Iron DerrickmanInspection Checklist


Engineering, Procurement, & Constructi on Author: EPC Doc#: FM-0069 Rev 1

S:\EPC\Quality Assurance\Doc Control\Documents\MA-Manual\Intl Equip Inspec Procedures & Frequency Guideline 2009\Checklists and Records\FM-0069 _Rev1 Pg 2 of 3

Inspect for wear on key (OK/corrosion/wear)

Inspect main beams for tugger wear (Yes/No)

Inspect tugger roller area (OK/corrosion/wear)

Grease pivot release pins where applicable (Yes/No)

Measure width of handler mounting arrangement in two places. (Close to weld point and at end point) Total

clearance between lugs should be no greater than 3/16”

1. 2.

Handler mounting lug (OK/dents/rips/deep scratches/

bends/worn areas/rust/cracks)

Inspect and grease encoder linkage and mount (OK/dents/rips/deep scratches/bends/


Inspect gripper wear pads (OK/missing/worn)

Inspect gripper bushings (OK/worn)

Inspect lower scoping bearing (OK/worn)

Grease gripper and cylinder rod end bearings (Completed)

Load pin fully engaged and secured (OK/missing/worn)

Inspect lifting shoe for damage (OK/dents/rips/deep scratches/bends/


Inspect shoe swivel assembly for cracks/damage (OK/dents/rips/deep scratches/bends/

worn areas/rust/cracks


Specify

Minor damage3 (Yes/No)

Specify



NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline manual. Contact Engineering with any questions or to obtain assistance with this inspection.



INSERT TAB TITLED:

Pipe Arm



Title: Pipe Arm Inspection Checklist Type: Inspection Form



PIPE ARM INSPECTION CHECKLIST

RIG #: DATE:


INSPECTION PERFORMED BY (Inspection company and/or rig manager)

IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completed form

and forwarded to Asset Management.

Lockwire (Check for missing or broken lockwire) (OK/broken/missing)

Cotter pins (Check for missing or broken cotter pins) (OK/broken/missing)


Identify CLB1 members (Use sketch of pipe arm)

Member inspection (CLB) (Symmetrical/missing parts/

distortion/added steel)

Member inspection (Secondary) (OK/dents/rips/deep scratches/

bends/worn areas/rust/

cracks)

Weld inspection (OK/cracks/rust/missing/

surface irregularities)

Hydraulic system hoses and fittings (OK/corrosion/wear/leaks/

loose parts)

Electrical system wires and connections (OK/abrasions/exposed wire/

cuts/loose connections)

Safety pins and cables (OK/missing)

All pins are fully engaged and secure (Yes/No)

Upper pivot bearing wear (OK/loose)

Lower pivot bearing wear (OK/loose)

Inspect all mounting arrangement(s) (OK/dents/rips/deep scratches/bends/worn areas/rust/cracks)

Check for any visible cracks/paint cracks etc.

Inspect gripper wear pads (OK/missing/worn)

Inspect gripper bushings (OK/worn)



Title: Pipe Arm Inspection Checklist Type: Inspection Form



Grease gripper and cylinder rod end bearings (Completed)


Specify


Specify




1Critical load bearing (CLB)The pinning stools, stool beams, rotary table beams, racking floor beams, and all horizontal andvertical beams that directly support these beams and any member or support whose primaryfunction is to hold workers (e.g., sub wings, ladders, and platforms). Visualize how thesemembers will react and co-react to table loads, hook loads, setback loads, and derrick raising andlowering loads.


3Minor damageDamage or distortion to secondary equipment (e.g., ladders, monkey board, walkarounds, tonghangers, or cosmetic damage to diagonal girts and minor fan distortions). Minor damage can beinspected and repairs can be recommended by a senior drilling operations person, as defined bythe Pipe Arm Category III Inspection Procedure document.



INSERT TAB TITLED:

Substructure



Title: Substructure Inspection Checklist Type: Inspection Form



SUBSTRUCTURE INSPECTION CHECKLIST

RIG #: DATE:




IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completed formand forwarded to Asset Management.

MANUFACTURER:

DATE OF MANUFACTURE:

TYPE OF SUBSTRUCTURE:

ORIGINAL OWNER:

ROTARY TABLE CAPACITY:

SETBACK CAPACITY:

COMBINED ROTARY & SETBACK CAPACITY (IF AVAILABLE):

Identify CLB1 members (Use sketch of sub)

Clean and prepare surfaces (Steam clean BOP area)

Weld inspection (OK/cracks/rust/missing/weld separation/surface

irregularities)


Member inspection (Secondary) (OK/dents/rips/deep scratches/bends/worn areas/

rust/cracks)

Damage to CLB (None/permanent deformation/weld separation/

punctures/crushing/distortion)

Sub modifications (Yes/No)

Certified (Yes/No)

Specify


Specify


Specify



Title: Substructure Inspection Checklist Type: Inspection Form





Pipe racks mounted on catwalk? (Yes/No)

o Pipe rack bent? (Yes/No)

o Pipe rack twisted? (Yes/No)

o Mounting lugs/pins/structure damaged? (Yes/No)

Specify

o Cracked welds? (Yes/No)

o Damaged members? (Yes/No)

NOTE: This inspection MUST follow Ensign’s Equipment Inspection Procedure & Frequency Guideline manualand API 4G. Contact Engineering with any questions or to obtain assistance with this inspection.

1Critical load bearing (CLB)The pinning stools, stool beams, rotary table beams, racking floor beams, and all horizontal andvertical beams that directly support these beams and any member or support whose primaryfunction is to hold workers (e.g., sub wings, ladders, and platforms). Visualize how thesemembers will react and co-react to table loads, hook loads, setback loads, and derrick raising andlowering loads.


3

Minor damageDamage or distortion to secondary equipment (e.g., ladders, monkey board, walkarounds, tonghangers, or cosmetic damage to diagonal girts and minor fan distortions). Minor damage can beinspected and repair recommendations can be made by a senior drilling operations person, asdefined in Derrick Category III Inspection Procedure.



INSERT TAB TITLED:

Swivel



Title: Swivel Inspection Checklist Type: Inspection Form



SWIVEL INSPECTION CHECKLIST

RIG #: DATE:




IMPORTANT: An Equipment Category III Inspection Record, MPI/NDT documents, and/or third-partyinspection and certification documents MUST be attached to this completed form and forwardedto Asset Management.

Check the oil level (OK/low)

Obtain an oil sample and send for analysis

Rotate the quill with chain tongs (OK/abnormal sounds/rough bearing

operation/side play)

Vertical movement between quill and swivel body (No movement/loose)

Rotate swivel bail, observe pin (OK/loose/worn)

Clean swivel and kelly bar surfaces

Visual inspection of swivel body exterior and bail (OK/cracks/distortion/corrosion/

abnormal wear)

Perform NDT (Attach report) (OK/no good)

Check all bolts and nuts (Tight/loose)

Record the results of the inspection on the tour sheet or in the equipment file.

Before returning the swivel to service, recheck oil levels and grease all fittings according to the swivel

manufacturer’s recommendations.

NOTE: At the discretion of the qualified person supervising the inspection, the swivel may be sent toOperations for a complete rebuild and recertification. Any cracks found on the body or bail or previousfield welding will require shop repair.



INSERT TAB TITLED:

Tongs



Title: Manual Tong Inspection Checklist Type: Inspection Form



MANUAL TONG INSPECTION CHECKLIST

RIG #: DATE:




IMPORTANT: An Equipment Category III Inspection Record, sketches, MPI/NDT documents, and/orthird-party inspection and certification documents MUST be attached to this completedchecklist and forwarded to Asset Management.

Operate latch mechanism (Proper engagement/interference/

excessive clearances)

Disassemble tongs and clean

Visually inspect parts (OK/cracks/distortion/corrosion/

abnormal wear)

Perform NDT (OK/no good)

Die slot condition and orientation (OK/no good)

Record the results of the inspection on the tour sheet, and complete an Equipment Category III

Inspection Record.

Send all documents to area office equipment manager.

NOTE: At the discretion of the qualified individual supervising the inspection, the tongs may be sent to a

qualified vendor for a complete rebuild and recertification. Cracks found on the tongs or previous fieldrepairs will require shop repair.



INSERT TAB TITLED:

Wellsite



Title: Wellsite Annual Inspection Checklist Type: Inspection Form



WELLSITE ANNUAL INSPECTION CHECKLIST

RIG #: DATE:

EQUIPMENT E #: DATE OF LAST INSPECTION:


(Inspection company and inspector’s name)

IMPORTANT: An Equipment Annual Inspection Record, third-party inspection document (ifapplicable), and copies of certification documents MUST be attached to this completedchecklist and forwarded to Asset Management.

1. OUTSIDE/EXTERIOR

Roof check/seal or metal cracks: Tar roof once a year

Furnace stack on unit: Not plugged or crushed

Hot water heater stack on unit: Not plugged or crushed

Vent caps: Not plugged or crushed

Drip rails: Not crushed

Angle iron/upper corners: Tighten screws

Damaged metal/loose screws or add screws: Tighten metal

Cable pass through/covers: In working condition

Doors: Check chains, hardware, weather stripping, and door seal

Shutters/hinges/Simon fasteners: Oil hinges

Window panes/screens: No cracks and tears

Propane box/propane door/Simon fasteners: Close properly and oil hinges and Simon fasteners

Steel antenna pole/antenna and coax: Check coax ends

Cord post steel: Can slide up and down

Electrical power cord/end: Make sure no cuts in it

Check skid bolts: Tighten if loose

Trailer keys location

Transportation of Dangerous Goods labels, signs etc. (local requirements)






2. MECHANICAL

Furnace check: Clean filter; check filter; check striker; check/clean blower (air hose); check/oilmotors

Hot water heater: Check door seals; install spring door on sealed combustion. If missing, checkthermocouple

Water lines: Visual inspection; open all taps

Water storage tank: Overflow pipe; silicone

Pump: Visual (stains)

2.1 PUMP TESTING

Pressure test

Cycling: Settings (30–50 psi)

Check strainer Y valve for debris: Clean out

Pressure up for 2 hours minimum

Open all taps for air locks

Injector

Check valve

Gas line: Check entire system for leaks; check regulators; check valves on bottles for leaks

Hazcom label: Propane bottles

Dryer: Screen to be cleaned with every use

Washer/dryer: Run washer with water (one complete cycle); run dryer for 10 minutes

Smoke detector

Vacuum: Clean vent; check hose if plugged

2.2 AIR CONDITIONING

Spring start up: A/C subcontractor to test, service, and recharge system

Other: Run system 2 hour minimum to cool unit

Clean off compressor

Test electrical (furnace)

3. BEDROOM/WASHROOM

Shower tap/shower head/toilet cover

Faucet aerator






Lights/washroom fan (test/run)

Upper bunk bed fold up/secure

Ceiling light: Globe and bulb

Cabinet catches

Door knob: Adjust if necessary

Baseboards/molding: Tighten and re-nail

Alarm clock

Smoke detector: Test

Check coat hooks, chain, and door blind

4. WORK AREA/LIVING ROOM

TV check: Program TV when required; confirm reception; antenna

Stereo: Car: Use tape to test; test antenna for reception

VCR: Use VHS tape to test

Stove/top burner/oven: Clean (toothpick)

Stove fan/lights

Ceiling lights/fluorescent light

Tighten faucet handle/aerator (change if debris)

Cabinet catches: Adjust

Cable pass through

Molding/trim: Tighten

Microwave/coffee maker: Plug in; test microwave with cup of water

Window blinds

5. SHUTDOWN

Winterize all drains, showers, toilets, and washer (spin cycle once) with antifreeze if necessary

All appliances unplugged or turned off: Protect from start-up surge

All gas appliances turned off/propane tanks closed: Keep gas lines pressured

Breakers off: One by one, then main breaker

Window blinds up

Window shutters closed

Upper bunks up






Furniture packed and tied down

V antenna: Secure (down) and cord post (coax cable wrapped well)

Close all interior doors

Coffee pots in microwave (small cupboard)

Tank lids: Off

Water lines open: Drain water lines, hot water heater, water storage tank, pump

Hot water heater: Check if it has been drained properly

6. RECOMMENDED SPARE PARTS

Transformer (2: 120/30 VA and 120/24 VA)

Thermocouple

Antifreeze: 4 gallons (spare)

Light bulbs: 2: 40 watt; 2: 60 watt; 2: 100 watt (spare)

Pot light: Light bulbs

Paper towels

Toilet paper

Propane: Fill




Title: Wellsite Certification/

Safety RequirementsType:

InspectionSpecification

Engineering, Procurement, & Construction Author: EPC Doc#: SP-0010 Rev 1


WELLSITE INSPECTIONCERTIFICATION/SAFETY

REQUIREMENTS








Title: Wellsite Certification/

Safety RequirementsType:

InspectionSpecification

Engineering, Procurement, & Construction Author: EPC Doc#: SP-0010 Rev 1


WELLSITE CERTIFICATION/SAFETY REQUIREMENTS

(RIG MANAGER’S SHACK)

RIG #: DATE:

EQUIPMENT E #:

JURISDICTION:


(Inspection company and inspector’s name)

IMPORTANT: Each jurisdiction (area) will have different requirements, and it is necessary to reviewlocal codes to determine individual specifications. The following is provided as a guideto typical requirements.

An Equipment Annual Inspection Record, sketches, and third-party inspectionand certification documents MUST be attached to this completed form and forwardedto Asset Management.

1. SPECIFICATION RECORD

1.1. BEDROOM AREA

Measured

Minimum of 65 square feet required (1 person = 65 sq ft; 2 people = 100 sq ft)

1.2. CEILING HEIGHT

Measured

Minimum of 6’ 10¾” required

1.3. ROOF SNOW LOAD

Specification

Provide roof joist and sheathing construction. This equals 2 x 4 joist c/w ⅜” plywood,

minimum 2.0 KPa or 42 lb/ft²1.4. BEDROOM WINDOW AS AN EXIT

Measured

Area: 5.38 square feet; minimum dimensions: 22”; sill height: 45.27” maximum

1.5. INSULATION REQUIREMENT

Specification

Minimum R-12 for floors, walls, and roof



Wellsite Certification/ Inspection