077625-S52-CP-0181-1002_C

Hindustan Urvarak and Rasayan Limited
(HURL), Sindri
PROJECT REFERENCE
Originator
Project N° Unit Number Doc. Type Material Code Serial Number Revision Page
LT 077625 S52 CP 0181 1002 A Page 1 of 31
Document Type - OPERATION & MANTENANCE MANUAL FOR AMMONIA STORAGE FLARE
DOCUMENT TYPE
OPERATION & MANTENANCE MANUAL FOR AMMONIA STORAGE FLARE
PR NO :
VENDOR NAME : AIROIL FLAREGAS PRIVATE LIMITED

Job Ref. No. : J-6433
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20.03.2021 YAT RDR AG

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AIROIL FLAREGAS PRIVATE LIMITED
OPERATION & MAINTENANCE MANUAL Page 1 of 29
FLARE SYSTEM
OPERATION & MAINTENANCE
MANUAL
FOR
AMMONIA STORAGE FLARE

(S52-X-0001)
OF
M/s. HINDUSTAN URVARAK AND RASAYAN LIMITED,

SINDRI.
OWNER : M/s. Hindustan Urvarak and Rasayan

Limited Sindri
EPC : M/s. L&T – Chiyoda Limited.
PROJECT : Ammonia Urea Fertilizer Complex Project,

HURL Sindri
CUSTOMER : PO no. Refinery/75000-55281 Dated

REFERENCE 27.02.2019
ITEM : Supply of components for Ammonia Storage Flare

Package (S52-X-0001), Synthesis Gas Flare
Package (S54-PK-0002) & Ammonia Flare Package
(S54-PK-0001)
AFPL REFERENCE : J – 6433
ISSUE : ZERO
DATE :
AIROIL FLAREGAS PVT. LTD.

Survey Nos. 788 & 793, Opp. Torrent Labs,
Kalol-Mehsana Highway, Village. Indrad, Taluka. Kadi,
Dist. Mehsana 382715, Gujarat, India.
CONTENTS
Page no.
1.0 INTRODUCTION 5
2.0 DRAWINGS / DATA SHEETS 7
3.0 PROCESS DATA 9
4.0 UTILITIES 10
5.0 DETAILS OF CRITICAL EQUIPMENTS 11

5.1 Un-assisted Flare Tip FNS 24/14 11
5.1.1 Flare Pilot 11
5.2 Molecular Seal AFS 14 12
5.3 Flame Front Generator Panel 13
5.3.1 Ignition Principle 13
5.3.2 Pilot Ignition 13
5.3.3 Gas & Air Supply 14
5.3.4 Pilot Detection & Indication 14
5.3.5 Various ON-OFF Indications generated at FFG Panel
(Pilot Monitoring box): 14
5.3.6 Function of Various Push Buttons & Switches mounted on
FFG panel (Pilot Monitoring Box) 15
5.3.7 FFG Panel Control Logic Description 15
5.4 Retractable Davit assembly 18
5.4.1 Erection of Davit Assembly 19
5.4.2 Operation Sequence for Maintenance (For Handling of Flare Tip) 19
5.5 LPG Manifold System 20
5.5.1 Procedure for Change-over to LPG Manifold System 20
6.0 SAFETY 21
7.0 PRE-COMMISSIONING 22
8.0 COMMISSIONING 23
9.0 ROUTINE MAINTENANCE 25
10.0 NON-ROUTINE MAINTENANCE 25
11.0 TROUBLESHOOTING 26
11.1 Troubleshooting of FFG Ignition System 26
11.2 Troubleshooting of Pilot Burner 27
11.3 Troubleshooting of Thermocouple Flame-Detection System 28
11.4 Troubleshooting of Molecular Seal 29
12.0 DO’S & DON’T FOR SUPERVISOR 30

12.1 DO’S 30
12.2 DON’T
Attachment: Appendix 1 – Sketch for Thermocouple & Venturi Shutter Setting 1 sheet
1.0 INTRODUCTION
Flares are an integral part of the safety systems intended to prevent the
risks of accumulation of explosive, flammable, deleterious, toxic and
polluting gases in the atmosphere. A flare system is designed to dispose off
the specified gas stream safely and efficiently by flaring.
Under this Ammonia Urea Fertilizer Complex Project of M/s. HURL, Barauni;
total 3 nos. of Flare viz. Synthesis Gas Flare (S54-PK-0001), Ammonia
Gas Flare (S54-PK-0002) & Ammonia Storage Flare (S52-X-0001) are
implemented.
This manual covers the Ammonia Storage Flare (S52-X-0001)
Proposed Ammonia Storage Flaring (S52-X-0001) System is Self-

Supported Elevated, Unassisted type arrangement for this project. The flare
system components are sized for design flare load, so that specific conditions
of velocity and combustion air entrainment are met which in turn ensure
flammability and flame stability. For details please refer Section – 3.0:
Process data.
Supplied Unassisted Flare Tip FNS 24/14 is fitted with flame stabilizers and
three pilot burners, which maintains a constant source of ignition at all
times, and under all operating conditions. The flare tip is equipped with a
slatted windshield to prevent flame lick and help to cool the top of the flare
tip closest to the flame envelope. The tip is also provided with flame
retention lugs to provide flame stability at high flare gas discharge rates.
The Molecular Seal AFS 14 is located just below the Flare tip. The seal has
been designed to prevent air ingress into the flare riser thus preventing the
formation of an explosion mixture in the system. A small continuous bleed of
purge gas at specified flow must be maintained in order to ensure that the
air does not penetrate in the seal & below.
The Ignition system provided is FD (forced draught) Auto/Manual Flame

Front Generator type to light up three Pilot burners sequentially. The pilot
flame signals are generated by heat resisting Duplex K type thermocouple (2
nos. per pilot) fitted internally in the pilot nozzle. Temperature Transmitters
provided (one for each Thermocouple) (stack base) to convert the milli-volts
signal to activate pilot on / off lamps.
Following items are supplied by Airoil Flaregas for the Flare Package of this project:
Sr.
Qty. Item/Description
No.
1 1 off Flare Tip FNS 24/14 with 3 nos. Pilot Burners
2 1 off Molecular Seal AFS 14
3 1 off Flare Stack Riser
4 1 off Flame Front Generator Panel
5 1 off LPG Manifold System
Thermocouple cable (Flare tip To FFG Panel) & Temperature
6 1 lot
Transmitters
7 1 lot Utility Piping (Flare tip to FFG Panel)
8 1 off Retractable Davit Assembly
9 1 lot Mandatory Spares
10 1 lot Commissioning Spares
2.0 DRAWINGS / DATA SHEETS

1) 077625-S52-PID-0181-1002  P & I Diagram for Ammonia Storage Flare
G. A. Drawing of Flare Tip (FNS 24/14) for
2) 077625-S52-DW-0181-1003 
Ammonia Storage Flare
G. A. Drawing of Molecular Seal (AFS 14) for
3) 077625-S52-DW-0181-1006 
G. A. Drawing of Self Supported Flare Stack
4) 077625-S52-DW-0181-1009  Riser (14 NPS) for Ammonia Storage Flare
(with ladder & platforms)
G. A. Drawing of Flame Front Generator Panel
5) 077625-S52-DW-0181-1012 
(Auto-Manual/FD) for Ammonia Storage Flare
G. A. Drawing of LPG Manifold System for
6) 077625-S52-DW-0181-1015 
G. A. Drawing of P.M. Box With Terminal
7) 077625-S52-DW-0181-1018 
Detail for Ammonia Storage Flare
Isometric Drawing of Utility Piping for
8) 077625-S52-DW-0181-1021 
G. A. Drawing of Retractable Davit Assembly
9) 077625-S52-DW-0181-1023  For Ammonia Storage Flare Along With
Manual Winch Detail
Design Philosophy for Self Supported Flare
10) 077625-S52-STD-0181-1002  Stack with Foundation Load Data for
11) 077625-S52-DW-0181-1026  Overall GAD For Ammonia Storage Flare
Foundation Layout for Ammonia Storage
12) 077625-S52-DW-0181-1030 
Flare
13) 077625-S54-NM-0180-1002  List of Spares (Commissioning Spares)
14) 077625-S54-NM-0180-1003  List of Spares (Mandatory)
15) 077625-S54-NM-0180-1004  List of Spares (2 Years Operation)
16) 077625-S52-PDS-0181-1002  Flare Data Sheet Ammonia Storage Flare
17) 077625-S54-NM-0180-1005  Utility & Power Consumption List
18) 077625-S54-NM-0180-1006  Instrument Index (Alarm & Trip Signal List)
19) 077625-S54-SP-0180-1001  Data Sheet of Thermocouple
20) 077625-S54-SP-0180-1002  Data Sheet of Thermocouple Extension Cable
21) 077625-S54-SP-0180-1003  Data Sheet of Pressure Gauge
22) 077625-S54-SP-0180-1004  Data Sheet of Pressure Control Valve
23) 077625-S54-SP-0180-1005  Data Sheet of Temperature Transmitter
24) 077625-S54-SP-0180-1006  Data Sheet of Pressure Transmitter
25) 077625-S54-SP-0180-1009  Datasheet of Flame Diverter
26) 077625-S54-SP-0180-1010  Datasheet of On-Off Valve
27) 077625-S54-CN-0180-1003  Pressure Drop Calculation
28) 077625-S54-CN-0180-1004  Noise & Radiation Calculation
29) 077625-S54-WI-0182-1002  Control Narrative for Ammonia Storage Flare
30) 077625-S54-ITP-0180-1500  Inspection & Test Plan For Flare Package
31) 077625-S54-NM-0180-1500  MRB (Final Dossier) Index For Flare Package

32) 077625-S54-ML-0180-1500  MRB (Final Dossier) for Flare Package
Operation & Maintenance Manual of Flare
33) 077625-S54-CP-0182-1001 
System for Ammonia Storage Flare
34) 077625-S54-WI-0180-1503  FAT Procedure (Spark Test Procedure)
35) 077625-S54-SP-0180-1014  Datasheet of Restriction Orifice
3.0 PROCESS DATA
Description Units Ammonia Storage Flare

 Peak Flare Load kg/hr 10,168
 Gas Composition % vol 100% Ammonia
 Molecular Weight 17.03
 Temperature °C (-) 33/46
 Calculated Pressure
Drop (Allowable: 0.05)
Flare Tip 0.003
Molecular Seal 0.016
Kg/cm2
Stack Riser 0.004
Tee Branch 0.004
Static Loss in Riser 0.002
Total Pressure Drop 0.029
 Tip Exit Velocity m/s 16
Mach <0.1
 Stack Height m 30
 Stack Diameter inch 14
 Allowable Radiation kW/m2
Please refer Noise & Radiation Calculation
 Calculated Radiation kW/m2 (Doc. No.: 077625-S54-CN-0180-1004)
 Allowable Noise at 20 dBA 115

m sterile radius
 Calculated Noise at 20 dBA 75.2
m sterile radius
4.0 UTILITIES
Battery Limit
Utility required for Specified Service
Conditions
Sr.
Service Flow
No. Pressure Temp. Pressure
rate / Requirement Remarks
bar (g) Deg. C bar (g)
Wattage
A FUEL GAS
For FFG Panel Outlet of
Min: 5 4.8
1 Ignition Min: 3.5 Intermittent 1.4 S52-PCV-
Nor: 5 Kg/hr
(During Start-up) Nor: 4 0567
Max: 35.5
Pilot gas per Pilot Max: 5 Outlet of
Des: 1.9
2 (Continuous) – 3 Des: 6.5 Continuous 1.4 S52-PCV-
-28/90 Kg/hr
pilot 0567
B NITROGEN
Min: 6 Min: -
For Purging of Outlet of
Nor: 8 Nor: Amb. 1.1 ~0.5-1.0
1 Molecular Seal to 3 Continuous 2 S52-RO-
Max: - Max: - Nm /hr Kg/cm
avoid air ingress 0546
Des: 9 Des: 70
C INSTRUMENT AIR (Note-2)
For FFG Panel Outlet of
50
1 Ignition (During 3 Intermittent 1.4 S52-PCV-
Min: 6 Supply Nm /hr
Start-up) 0566
Nor: 8 Temp.:
For Flame Diverter
Max: - Amb
Valve; Air and FG 10
2 Des: 10.5 Des: 70 3 Intermittent 4.0 - 6.0
on-off valve on Nm /hr
FFG panel
D ELECTRICITY
For FFG Ignition
115V AC, 1 phase,50Hz
1 Panel 1.5 kW Intermittent - Note-3
(UPS)
(During Start up)
E DM Water
1 For U-Seal Filling 4 Amb. - Intermittent - Note-5
Notes:
1. Fuel Gas (Rich Case) LHV considered is 10580 kcal/kg.

2. On-Off valves/ Control Valves & Pneumatic Valves, as applicable, shall be designed to operate at 4
kg/cm2 (g) pressures.
3. Redundant power supply shall be provided to FFG panel.
4. All interlocks for the Flare Operation shall be made in DCS & Flare operation shall be done through
DCS system.
5. DM water only used for filling U-Seal before Flare is taken inline or when U-seal connected LT Low
alarm activates.
5.0 DETAILES OF CRITICAL EQUIPMENTS
Sr. Item Description Qty.

No.
5.1 Un-assisted Flare Tip FNS 24/14 1 off
5.1.1. Flare Pilots 3 off.
5.2 Molecular Seal AFS 14 1 off
5.3 Flame Front Generator Panel 1 off
5.4 Retractable Davit Assembly 1 off
5.4.1 Erection of Davit Assembly
5.4.2 Operation Sequence for Maintenance
(For Handling of Flare Tip)
5.5 LPG Manifold System 1 off
5.5.1 Procedure for Change-over to LPG Manifold System
DESCRIPTION
5.1 Un-assisted Flare Tip FNS 24/14:

(Drawing No. 077625-S52-DW-0181-1003)
The flare tip is located at the top most portion of the flare where the flare
gas is ignited & destructed by means of combustion. The flare tips are
available in many different types of design & construction depending on the
application requirement and suitability as per composition of gases to be
flared.
The supplied Flare Tip FNS 24/14 is Un-assisted type flare tip.
The flare tip is supplied with a slatted type Windshield to prevent flame lick,
hold the flame above the tip and to help cool the top portion of the flare tip
closer to the flame envelope.
The flare tip is also provided flame retention lugs to provide flame stability at
high flare gas discharge rates.
The flare tip is also supplied with burn back thermocouple to detect the low
burning or lowering of the flame inside the flare tip body causing burn back,
which give indication at FFG Panel as well as at the DCS.
5.1.1 Flare Pilot:
The FNS 24/14 Flare Tip is provided with 3 nos. pilot burner, which maintains
a constant source of ignition at all time and under all operating conditions.
The Flare pilot is of self-inspiriting type and utilizes a gas pressure in the
venturi to entrain combustion air. Sufficient combustion air is entrained to
ensure the pilots remain lit even when blanketed by inert gas.
The pilot nozzle has built-in flame retention and includes a shield to ensure a
stable flame and enable positive re-ignition even in condition of high winds.
Ignition of the pilot is via a flame front generated at a remote panel and fed
to the pilot nozzle via a 1” igniter tube. (The pilot gas is supplied via a ½”
inlet to the venturi with an air adjuster). The air is pre-mixed with gas in a
2” gas tube and is ignited at the pilot nozzle by the flame front.
For Flame Indication, or Flame Failure, a thermocouple is fitted internally in

the nozzle and the gas mixture tube where it is protected from the main
flame and cooled by the flow of gas passing over the thermocouple.
The pilot venturi, for entrainment of air, is located at the lower end of the
assembly to ensure that gas free air is inspirited. Air adjuster should be set
approximately at 4 mm open.
Refer Appendix 1 attached for details on the venturi settings.
Note: Do not open the air adjuster too much since a highly inspirited
flame can flash back into the pilot tube.
5.2 Molecular Seal AFS 14

(Drawing No. 077625-S52-DW-0181-1006)
The AFS 14 Molecular Seal is located just below the Flare tip and has been
designed to prevent air ingress into the flare riser thus preventing the
formation of an explosive mixture in the system.
The Molecular seal is basically a gas inversion device causing the gas
normally flowing in an upward direction to be turned to 180 degrees and flow
downward for a short length before being redirected through 180 degrees
back in the original direction of flow. In a static condition, gases lighter than
air will tend to collect in the upper bend, sealing off the stack against the
back flow of air. Heavier gases will tend to settle in the lower bend with the
same effect. Some wind and atmospheric action will affect these interfaces
slightly and also molecular diffusion of the two gases will take place at the
interface. In order to counteract these effects, a small continuous bleed of
purge gas at specified flow must be maintained in order to ensure that the
air does not penetrate in the seal.
The seal only is not meant for reducing oxygen concentration in the flare tip
or any part effectively downstream from it. The presence of Flare seal results
in significant savings in purge gas consumption.
Please refer Utility & Power Consumption List (Doc. N. 077625-S54-NM-

0180-1005) for the details of Purge Gas required for Molecular Seal. The
same is reproduced under ‘Section – 4.0: Utilities’ of this manual.
Restriction Orifice (S52-RO-0546) & Pressure Control Valves (S52-PCV-0546)

along with bypass arrangement are provided on the Purge Gas (Nitrogen)
Line to maintain the continuously required Flow of Purge Gas for Molecular
Seal as specified in the section 4.0. Pressure Transmitter (S52-PT-0546) is
provided on the Purge Gas line to generate Low & High Pressure alarm in the
control room along with Pressure Gauge (S52-PG-0546) provided for local
indication. The Molecular Seal Purge is established during the commissioning
of the Flare; please refer section 8.0 Commissioning for detailed sequence of
purging.
5.3 Flame Front Generator Panel:

(Drawing No. 077625-S52-DW-0181-1012)
The Flame Front Generator panel provided is suitable for 3 nos. pilot burners
of flare.
5.3.1 Ignition Principle:
The ignition system provided by Airoil Flaregas is Forced Draught, Electric

type, Auto/Manually operated system, which is designed to use the flame
front generator principle.
If a tube is filled with a static mixture of fuel gas and air, within the fuel’s
combustibility limits and an ignition source is supplied to one end, a crescent
shaped flame front will travel along the full length of the tube, at or about
the burning velocity.
The emergence of this flame front at the flare tip, adjacent to the pilot gas
tip, will thus provide a reliable ignition source to the pilot.
The well-proven principle of traveling flame front generation is employed for

flare pilot ignition. Basically, the ignition piping system (1” Pipe) is filled with
a flammable mixture of gas and air, which is ignited at source. The resulting
flame burns through the entrained mixture to the pilot nozzles, where it
provides an ignition source for the main gas/air mixture to the pilot burner.
5.3.2 Pilot Ignition:
The ignition system is designed to ignite one pilot at a time. As the panel is
mounted remote from the flare, the gas and air pressure are required to be
regulated suitably to create a flammable mixture in the 1” ignition pipe.
Minor pressure adjustment required can be done by the needle valves
provided on the panel (V601 for Air & V602 of Gas). Flame front is
distributed by means of the flame front diverter and thus all pilots are
lighted up sequentially.
The ignition source at panel comprises of Ignition Transformer and Spark

Plug. The Ignition Transformer steps up voltage to 7.5 KV (normal). This
voltage is discharged as a spark gap. Earth the ignition chamber to the
backing frame (earth bolt) and earth the backing frame to site earth.
5.3.3 Gas & Air Supply:
The pilot gas (continuous fuel gas is supplied in pilot line) and ignition gas
(fuel gas) (S52-PCV-0567) are supplied at 1.4 kg/cm2 (g) (S52-PG-0571)
pressure and around 0.1 to 0.2 kg/cm2 (g) (S52-PG-0570) pressure
respectively from the panel while the ignition air (instrument air) (S52-PCV-
0566) is supplied at 1.4 kg/cm2 (g) (S52-PG-0568). The pressures are
indicated individually by locally mounted pressure gauges. Actual pressure
of air & ignition gas should be adjusted at site during commissioning.
5.3.4 Pilot Detection & Indication:
The milli-Volt (mV) signals for pilot flame detection are generated by
Thermocouples (TE-1001A/B / TE-1002A/B / TE-1003A/B) fitted internally in
the pilot nozzles. These signals are carried through Thermocouple cables up
to temperature transmitter to convert the mV signals to mA signals. The mA
signals are then carried to the control room/DCS from where signals are
carried to panel to suitably activate the pilots on / off indication lamps.
5.3.5 Various ON-OFF Indications generated at FFG Panel

(Pilot Monitoring box):
WHEN
Pilot – 1 is ON : Indicating Lamp L1 [GREEN] is ON
WHEN
Pilot – 1 Flame Fails : Indicating Lamp L2 [RED] is ON
WHEN
Burnback occurs : Indicating Lamp L9 [RED] is ON.
Power Supply to Panel is ON : Indicating Lamp L12 [RED] is ON.
System Lockout : Indicating Lamp L10 [RED] is ON
Pilot Gas Pressure Low : Indicating Lamp L11 [RED] is ON
Lamps L7 (Red) & L8 (Green) are spare.
The 4-20 mA signals from Temperature transmitters for Pilot on-off

indications & burn back indications are carried directly to the control
room/DCS where the automatic operation logic for FFG panel is
implemented. The FFG panel is receiving digital input (Volt free) from control
room/DCS for its indications & functioning.
5.3.6 Function of Various Push Buttons & Switches mounted on FFG Panel
(Pilot Monitoring box):
Push Button PB1 : Manual Ignition Start

Push Button PB2 : Auto Sequence Start
Push Button PB3 : System Lockout Reset
Push Button PB4 : Lamp Test
Push Button PB5 : Spare
Push Button PB6 Spare
Selector Switch SS-1 : Main Supply On/off switch
Selector Switch SS-2 : Auto/Manual/Off selector switch
Selector Switch SS-3 : Ignition On/Off Switch
Selector Switch SS-4 : Local/Remote selector switch
Selector Switch SS-5 : Spare
Selector Switch SS-6 : Spare
5.3.7 FFG PANEL CONTROL LOGIC DESCRIPTION:
Ignition Principle:
The Auto/Manual Flame Front Generator (FFG) Ignition Panel (Pilot

Monitoring Box) is used to ignite the pilot burners. A combustible mixture of
gas and air flows from the FFG Panel and fills the FFG line up to the pilot
burners. A flame front generated by a spark from the ignition transformer
travels up to the ignition/flame front generation line & emerges at the pilot
burner nozzle, thus igniting the pilot gas at the top of pilot burner. Pilot
burners flame status is constantly monitored with the use of thermocouples
fitted in the pilot tips.
The pilot monitoring panel (local panel) will have indication of pilot flames
`On’ or `Off’ for remote/control room indication. Pilot burners of flare
system can light up in auto or manual mode.
A) Local and Remote Auto Operation
Following are sequence of operations under auto mode:
The Local / Remote Selector switch (SS-4) is provided on the FFG panel to
enable the operation from FFG panel when Local mode is selected or to
enable the operation from Control room (DCS).
Both Auto operations are possible from FFG panel (Local mode) and DCS
OWS (Remote mode) as described below.
Following are sequence of operations under LOCAL/REMOTE auto mode:
When the Local/Remote selector switch (SS-4) is selected in Local mode in

FFG, Auto/Manual Selector switch (SS-2) in FFG is selected in Auto mode &
Auto ignition pushbutton (PB-2) in FFG is pressed then air solenoid valve
(S52-SOV-003) and ignition gas solenoid valve (S52-SOV-004) will energize.
(Please note that Local/Remote Selector Switch (SS-4) is selected in Auto
mode as well as Manual mode, both operation will issue a command from
DCS only).
a) If Pilot `1’ is unlit (S52-TAL-1001 is at low level limit which is less than
100deg C), flame front line of pilot –1 will filled up as all the solenoid
valves of 3-way flame diverter valves S52-POV-001 & S52-POV-002 with
de-energized condition allows combustible mixture of air & gas to pilot–1
FFG Line.
b) 0-90 second flame front line fill up time delay (Ignition on delay timer) is
operated.
c) On expiry of the time delay the ignition transformer is operated for 2 to 3

seconds (adjustable). Spark time will be controlled by ignition timer (0-90
sec).
d) A 0-90 Sec flame propagation timer is actuated to give time for the pilot
to light-up & signal to control room/local panel.
e) Now, if pilot burner-2 is unlit (S52-TAL-1002 is at low level limit which is

less than 100deg C), the solenoid valve of corresponding flame front
diverter valve (S52-POV-001) will be energized and flame diverter valve
(S52-POV-002) will be de-energized & operations (b) to (d) will be
repeated. Please refer Pilot burner selection table given in Wiring Diagram
for solenoid valve energized & de-energized condition, reproduced below
for ready reference:
Pilot Burner Selection Chart

Pilot Burner Condition of B52-SOV to Flame Diverter Valve
S52-POV-001 S52-POV-002
(S52-SOV-001) (S52-SOV-002)
Pilot – 1 OFF OFF
Pilot – 2 ON OFF
Pilot – 3 ON ON
“OFF”: De-energized / “ON”: Energized
f) Similar sequence will be repeated for pilot-3.
g) If all the pilot burners are lighted up (by checking the corresponding pilot
TAH limit which is greater than or equal to 100deg C), the sequence will
not be repeated and XV-0707 and XV-0708 will be closed by de-
energization of SOV-003 and SOV-004.
h) If any of the pilots is not lighted up during one attempt as mentioned

above, the sequence for lighting up that particular pilot or pilots shall be
repeated automatically. If even after three such attempts, any pilot
burner is not lighted up, then the system will lock-out and lock-out
indicating lamp (L10) will glow on the local panel as well as indication and
alarm will be generated on the DCS. System can be reset with the use of
count reset push button (PB-3) mounted at local panel (field mounted).
i) After successful completion of light up sequence for all pilots, if any pilot
is extinguished in some time during auto mode operation. So,
Local/Remote switch (SS-4) is in remote position and Auto/Manual switch
is pressed in DCS or if Local/Remote (SS-4) in Local mode and then auto

sequence PB-2 (HS-0182) is already pressed, then auto pilot light up
sequence will be repeated automatically for extinguished pilot burner in
Auto mode only.
j) Status of Pilot on or Off can be seen locally on panel through indicating

lamps as well as in DCS OWS. Green Lamps indicates that the pilot is On
and Red lamp indicates that the pilot is Off. Please refer Pilot Monitoring
Box with terminal drawing (Drawing no: 077625-S52-DW-0181-1018) for
further details.
B) Manual Mode
a) When the Local/Remote Selector switch (SS-4) is selected in Remote

mode, from DCS OWS manual mode is switched to select the pilot to
attempt ignition then inline SOV (S52-SOV-003 & S52-SOV-004 will
energize OR when Local mode is selected on SS-4 and from ignition panel
selector switch (SS-2) is switched to manual mode [select the pilot to
attempt ignition], Ignition gas & Ignition air solenoid valves S52-SOV-003
& S52-SOV-004 will be energized to open.
b) Select the pilot burner to be lit up by turning the selector switch (SS2) as
per table shown in wiring diagram to pilot-1, pilot-2 or pilot-3; the table
reproduced hereunder for ready reference:
SELECTOR SWITCH-2 POSITION

AUTO AUTO MODE
M1 PILOT 1 - MANUAL AMMONIA STORAGE FLARE
OFF OFF
c) Allow two or three minute flame front lines fill up time.
d) Press the ignition push button (PB1) mounted at local panel and initiates
a spark through ignition transformer. Duration of spark will be controlled
by timer (0-60 sec) adjustable in the local control panel.
e) The flame thus created will travel up to the ignition/flame front line and
will emerge at the pilot nozzle thus lighting the pilot, which is selected.
f) The pilot ON/OFF status is indicated on FFG Ignition Panel. Steps (c) to
(e) are to be repeated till that particular pilot is light up.
g) The above sequence is to be repeated for other pilot burners.
Notes:
1) Switching the selector switch to either ‘Auto’ or ‘Manual’ will not

extinguished the pilots once lighted up. The pilots can only be
extinguished by shutting the manual isolating valve on the pilot gas line.
2) Lamp test on local panel can be carried out using push button (PB4).
3) Ignition On-Off switch (SS-3) should be ‘ON’ in Auto as well as manual

mode to light-up the pilots.
4) Ignition Air S52-SOV-003 & Ignition gas S52-SOV-004 should be closed

after successful ignition of pilot/pilots in Auto Mode or in System Lock out
condition.
5) Ignition Air S52-SOV-003 & Ignition Gas S52-SOV-004 should be closed

manually after successful ignition of pilot / pilots in manual mode by
turning selector switch SS-2 to “Off” position (Position – 5) as shown in
selector switch position table in the same section.
6) During ignition process of pilots from DCS OWS or from FFG, if any one of
the inline solenoid valve S52-SOV-003 or S52-SOV-004 are open and
feedback signal is/ are not indicated in DCS OWS within a certain time
period i.e. 90 seconds after starting the sequence, then sequence to be
stopped and close command to be generated for air s52-SOV-003 &
Ignition Gas S52-SOV-004.
5.4 Retractable Davit Assembly:

(Drawing No. 077625-S52-DW-0181-1023)
Davit is designed to be fully retractable type so that when it is not in use, it

will be below the top platform of Molecular Seal in cool zone.
The davit assembly consists of the following.
a) Retractable davit with necessary sleeves & bearings

b) Guide pulleys (mounted on various plan level), Direction & Deflection
pulleys (mounted on ground)
c) Davit rising and lowering mechanism accessories including of slings,
D-shackle, wire rope winch & platform winch etc.
d) Lifting beam with shackles for lifting flare tip
e) Davit Mounting Brackets
f) Davit Arm, Wire Ropes & Motorized Ground Winch
5.4.1 Erection of Davit Assembly:
a) To install & keep davit assembly ready for operation, the wire rope (Part
no. 45) is to be inserted from bottom of davit pipe (Part no. 1) and is to
passed (Part no.3) over the pulley on davit arm (Part no. 2) & then to be
fixed on lifting beam (Part no. 5).
b) Rope is to be guided by guiding pulley (Part no. 46) which is provided on
every platform & it is also passed through directional pulley (Part no. 44,
at ground level) & manual ground winch located at grade level.
c) The rope (Part no. 24) of platform winch (Part no. 28) is to be passed
through the directional pulley (Part no. 29) & guide pulley (Part no. 23)
which is to be fixed with the davit bottom bracket (Part no. 22).
d) During normal operation (when flare tip is not required to be handled),
the davit will remain at lower elevation on the top platform.
5.4.2 Operation Sequence for Maintenance (For Handling of Flare

Tip):
a) The sling with D-Shackle (Part No. 10) is to be fixed on lifting beam (part
no.5).
b) Use of platform winch is to lift the davit pipe from rest position to proper
height, above of the flare tip & then to be turned towards over flare tip
with the help of rod of davit turning table (Part no. 38) which is nearer to
the mounting/Bearing block (Part no 14 to 17).
c) Once the davit is positioned properly over the flare tip then davit is to be
locked with the help of rod (Part no. 20).
d) When the davit is position over the flare tip then the sling with D-Shackle
(Part no. 10) is also to be fixed on lifting lugs of flare tip.
e) Once this all done, all studs & nuts of flanges between the tip & stack
riser are to be removed and start raising through manual ground winch.
f) Raising the flare tip approximately 700 mm in upward direction with the
help of manual ground winch.
g) Once this is done, the davit along with flare tip is to be turned towards
dropout zone direction with the help of rod of davit turning handle (Part
no. 38) which is nearer to the mounting/bearing block (Part no. 14 to
17).
h) Push the down for lowering the flare tip & watch the flare tip moment.
i) Make sure that flare tip is lowered down very slowly i.e. 2 to 3 minute per
meter.
j) Lifting beam and slings are to be released, once the flare tip is reaches at
grade level.
k) For erection of the flare tip, all the activity explained above are to be
carried out reverse sequence. Use the manual ground winch for raising
the tip.
l) Once flare tip is erected as per indicated sequence, davit is to be kept in
a rest position.
5 cylinders to be
corrected. 5.5 LPG Manifold System:
(Drawing No. 077625-S52-DW-0181-1015)
LPG Manifold system is provided as back-up for Alternate Fuel gas supply
during start-up. The LPG Manifold system shall comprise of:
 6 cylinder manifold for LPG cylinders (LPG cylinders by other).

 6 nos. wire braided rubber hose of approx. length of 1M each
 Isolation Valves and fittings
1 cylinder LPG Manifold system is located near the FFG Panel. 4 nos. of cylinders can
additional suffice 8 hours back-up for alternate fuel. However, additional 2 cylinders
can also be connected if prolonged supply for alternate fuel is required.
5.5.1 Procedure for Change-over to LPG Manifold System:
LPG from the cylinders can be used as Pilot gas when Fuel Gas is not
available. The change over from Fuel Gas to LPG cylinder is a manual
operation, which is explained further. The Pressure Transmitter (S52-PT-
0183) located on Pilot Gas line will give Low Pressure signal when the
pressure is less than the required set pressure of 1.4 kg/cm2 (g). The lamp
L11 on the Panel will reflect this signal. Also, this signal is provided to control
room. Upon receipt of Low Pressure Signal to control room, an operator
should open the Ball Valve V709 located on LPG Manifold system. Then, the
regulator of one cylinder and ball valve provided on connection between
respective cylinder and LPG manifold to be opened by the operator. The
pressure of LPG gas can be checked by the Pressure gauge S52-PG-0547.
Only one cylinder can be used at a time.
In case of loss of Pilot Flame, the procedure for lighting the Pilots using LPG
shall remain the same as using Fuel Gas. Once the desired gas pressure is
achieved (please refer section 5.3.3 for Gas & Air Supply) the stepwise
procedure as mentioned in the Section – 5.3.7 (FFG PANEL CONTROL LOGIC
DESCRIPTION) can be followed to light the unignited pilot.
While using LPG from Cylinder to light up the pilots during Commissioning,
please follow procedures as detailed under Section – 7: Pre-Commissioning &
Section – 8: Commissioning to put the Flare in service.
6.0 SAFETY
Safety is the most important aspect of Flare operation. These instructions

relate only to the operation of the Airoil Flaregas Assembly. It is essential,
that operating and commissioning personnel are familiar not only with these
instructions but also with instructions relating to the upstream facilities.
Ensure that all lines are drained and properly closed prior to commissioning.
Particular care must be taken at all times to ensure that flammable or
explosive mixtures do not accumulate in the Flare system headers. This
means that air must be excluded and prevented from any part of the Flare
system during operation or maintenance. To ensure this, maintain a
continuous bleed of purge rate as specified elsewhere.
7.0 PRE-COMMISSIONING
It is recommended that the following pre-commissioning instructions be

carried out before any attempt is made to put the Flare into service.
The complete Flare system should be checked to ensure that it is gas tight
and that drain valves are installed at all low points.
The Flare pilots incorporate small diameter orifices, which are located at the
pilot venturies. Therefore, it is essential that these systems are thoroughly
cleaned to avoid the possible blockage of the orifices by pipe scale and
debris, which would otherwise render the system inoperative.
The following procedure should be implemented:
a) Open the drain valves at all low points in the system to remove any
accumulated water condensate. All lines should be self-drainage back to
the drain valves.
b) Blind off the flare header at the inlet to the Flare Stack.
c) Check that the pilot venturi, air adjusters are set 4 mm open and locked
in this position. This may be suitably adjusted to a maximum of 6 mm
based on the actual requirement.
d) Set the temperature alarm (adjustable) unit in P.M. Box for pilot on/off
indication at around 1000C.
e) Set the timer for ignition spark at around 3 to 4 seconds only.
f) Check the proper functioning of the Ignition Transformer and Spark Plug
before going to final operation. Press the Ignition push button and
observe spark formation through the viewing port. If the spark is not
produced adjust the spark gap as follows:
Release the lock nut, securing the electrode adjustment bolt. Screw-in
the adjusting screw until the two spark electrodes touch, then unscrew
the adjusting bolt 1.5 – 2.0 mm and tighten the lock nut.
With pilot / ignition gas isolation, switch on the power to the panel and
operate the ignition push button. A strong spark should be produced.
8.0 COMMISSIONING
True relief system cannot be considered commissioned until a relief situation

is initiated by the upstream, process system, which is designed to protect
the Flare.
The entire relief system must therefore be purged of to eliminate air before
the process plant approaches an operating condition where a relief situation
may occur.
The purging sequence should be achieved as follows:
a) Check the pre-commissioning procedures have been carried out.
b) Ensure that the stack area is cleared of personnel and that the
necessary authority has been obtained to commission the Flare.
c) Remove the blind from the flare header at the inlet of Flare stack.
d) Introduce suitable oxygen free purge at a point in the relief system

farthest from the flare stack to ensure that all air is swept away from
the system. The system should be thoroughly purged for extended
period to ensure that the system is free of oxygen.
e) Initiate a supply of ignition and pilot gas and set pressure to 0.2
Kg/cm2g & 1.4 Kg/cm2g respectively. Similarly set air pressure to 1.4
Kg/cm2g. Allow sufficient time for the gas to pass through the venturies
to inspirit air for ignition and to fill the ignition and pilot tubes.
f) Press ignition push button for 1 or 2 seconds and release immediately, a

flame front should be produced which will travel through the ignition /
flame front piping system and ignite the pilot. A loud pop should be
heard as the flame front leaves the igniter tube at the pilot. The forward
flame front will ignite the fuel gas at the pilot nozzle.
g) Under certain conditions the gas / air mixture will explode with a loud
bang when the igniter is operated. If this happens it can be reduced by
slightly reducing the air pressure.
h) If the igniter fails to create flame front, then the air pressure should be
slightly reduced and another attempt should be made. This should be
repeated until the ignition is successful.
i) When ignition of the pilot is successful, turn off the igniter / flame front
gas supply to the igniter.
j) The pilot flame on the forced draught pilot should be stable and about
0.6 meters in length.
[Note: If there is any tendency of burning back in the pilot venturi

throat, close the pilot venturi air adjuster in stages until this condition is
eliminated.]
k) Introduce the permanent purge gas supply.
Before starting flare, ensure that all pilots are lighted up. Procedure for
lighting up the pilot is explained under section 7.0 (Pre- Commissioning)
Note:
Before leaving, ensure that all personnel are aware that the unit is alive and
take all necessary precautions to prevent personnel climbing the stack.
9.0 ROUTINE MAINTENANCE
Routine maintenance is restricted to good housekeeping and the following

points should be noted.
On weekly basis all low point drain valves should be opened to discharge any
accumulated liquids.
Molecular seal drain is provided a U loop arrangement to ensure that no air

can enter the system while draining operation is performed; further a water
inlet connection has been provided to the drain U loop to maintain some
minimum level of liquid in the U loop. During routine maintenance the liquid
level should be checked in the level indicator & if necessary draining
operation should be performed to remove the excess liquid accumulated in
the line OR if the level is insufficient top up water should be added from the
water inlet connection provided.
At monthly intervals, check operation of Ignition Panel.
10.0 NON-ROUTINE MAINTENANCE
It should be necessary to carry out maintenance to the Flare tips. The

following steps should be carried out before any maintenance.
1. Isolate the elevated Flare gas inlet and fit a spectacle blind between the
inlet flanges.
2. Shut off the purge gas supply
3. Shut off ignition gas supply
4. Isolate power supply

11.0 TROUBLESHOOTING
11.1 Troubleshooting of FFG Ignition System:

Problem Possible cause Corrective action
Pilots with compressed-air Flame–front generator
Failure to spark Failed spark generator e.g. transformer Replace failed component
Faulty ignition lead wire
Damage to spark plug
Fouling or improper spark-plug gas are possible
causes of spark failure
No fuel to flame- Valves being closed or the fuel metering orifice Check valve position and/or
front generator being plugged can cause this. orifice cleanliness.
No air to flame-front Valves being closed or the air-metering orifice Check valve position and/or
generator being plugged can cause this. orifice cleanliness.
No flame present Fuel composition and pressure to flame-front Return to design fuel gas.
generator. Restore original pressure
settings.
Air pressure to flame-front generator.
Replace FFG fuel orifice to
Improper fuel characteristics can cause no flame or
match the new fuel
a detonation.
composition.
Improper fuel/air mixture: An improper mixture does
Refer to manufacturer’s
not support a flame front. An improper mixture can
instructions.
result from incorrect fuel or air pressure setting,
incorrect fuel or air orifice sizing or improper fuel
composition.
No flame Plugged piping to flare: Ice formation and debris High pressure blowing to
are two examples. remove debris.
Pressurizing the air supply only while Inject de-icing chemicals to
simultaneously observing the air and fuel pressure melt ice plug.
gauges can identity plugging.
No flame Moisture in piping to flare. This is one of the most Purge flame–front
common problems in flame-front generators. A generator and ignition pipe
small amount of moisture can quench the fame with dry air prior to
front. A symptom of this problem is seemingly attempting ignition.
strong ignition, but no evidence of a flame front
Drain any low points in
reaching the pilot.
ignition piping.
No flame Drain open in piping to flare. In an effort to Check drain valve position
eliminate moisture in the piping, drain valves or or reinstall drain plugs.
plugs have been accidentally left open. This can
result in the same symptoms observed with
moisture, but is far more dangerous as combustible
gas and/or a flame front can be discharged at an
unexpected location.
11.2 Troubleshooting of Pilot Burners:

Ignition system See above Clause 11.1
failure before attempting to
troubleshoot the pilots
themselves.
Plugged pilot tip This can occur at start-up due to debris left behind Remove debris either
during manufacture. manually or via high-
pressure blowing.
Plugging cause, the mixture at the pilot to be fuel-
rich. If the flame does ignite, it is likely to be orange
and lazy. If the plugging is severe, most of the gas
can exit the mixer. Sever plugging can result in a
flame exiting from the vicinity of the mixer.
Plugged pilot tip Debris accumulation while out of service, such as Remove debris wither
wasp nest manually or via high-
pressure blowing.
Plugged pilot tip Unsaturated fuel hydrocarbons Remove debris either
manually or via high-
pressure blowing. Return to
design fuel gas.
Damaged pilot tip If the pilot tip opening(s) have increased in size, the Replace pilot tip.
pressure drop in the pilot will have decreased. The
pilot might not stay lit or flashback can occur. The
pilot can be difficult to light.
Plugged strainer, This can be detected by turning the fuel gas on and Clean strainer, nozzle
plugged nozzle or then off. If the fuel line is not plugged, the fuel orifice as required.
plugged orifice pressure should fall very rapidly. If the fuel pressure
does not fall or fails slowly, then the fuel line is
probably plugged. The flare vendor can advise as
to the time expected for the pressure to fall.
Incorrect fuel This can be determined by a fuel sample analysis. Return to design fuel gas or
If the hydrogen concentration has increased modify pilot to match the
significantly, flashbacks may be audible and flames new fuel composition. Pilot
may be visible at the mixer. modifications can include
the following.
a) replacement of the pilot
orifice
b) adjustment of the air
door (if any)
c) replacement of the pilot
entirely
11.3 Troubleshooting of Thermocouple Flame-Detection System:

Pilot detector is Pilot and its ignition system are believed to be Inspect with binoculars or
suspected of being functioning correctly, check corrective action steps telescope.
in error to confirm pilot ignition.
Inspect at night
Use the FFG to supply
additional fuel to make the
pilot flame more visible.
Pilot detection Check electrical supply and fuses. Perform a functional check
system is based on the
determined to be manufacturer’s instructions.
showing a false loss
of flame when one Thermocouple failure Check for open circuit
is present or false Thermocouple sensing flare flame rather than pilot Check wind direction and
confirmation of flame flame position relative to
flame when it is pilot in question.
absent.
Pilot detector is Interconnecting wiring and its terminals can be Replace or repair wiring
suspected of being compromised or faulty.
in error
The “control” units can be faulty or be suffering Replace components.
from the effects or an aggressive environment
11.4 Troubleshooting of Molecular Seal :

Burning through Internal burning Temporary: switch to nitrogen
seal (hole in top or or inert purge. Repair or replace
sidewall); hole in the as soon as possible. Divert to
side of the flare backup or rental flare.
burner
Excessive pressure Purge-gas conservation device is plugged. Clean drain or replace device
drop
Carbon build-up due to internal burning Blow drain (if equipped) with
high-pressure gas to clear. Use
pipe cleaning service, if
possible. Repair or replace as
soon as possible.
Divert to backup or rental flare.
Excessive sway at Purge-gas conservation device (Molecular Clean drain.
the top of the flare seal) is plugged and full or liquid or debris
Leakage from the Corrosion due to plugged or fouled drain Clean drain with high-pressure
base of the seal steam or gas. Temporary:
switch to nitrogen or inert purge.
Repair or replace as soon as
possible. Divert to backup or
rental flare.
Liquid carryover Hydrocarbon condensate build-up and Check knockout drum liquid
(burning rain) accumulation, carried out through the seal and level.
flare burner by large gas flows; excessive liquid
Drain liquid if level is too high.
build-up is normally also seen as excessive
pressure drop. Small amounts of HC liquid do Clean drain. Blow drain with
not cause a noticeable pressure drop but are high-pressure or hot nitrogen.
easily swept up and out of the flare by large Start blow-down procedure
flaring rates. slowly and watch for burning
rain; gradually increase blow
rate. Check that heat tracing is
operational, if installed.
Divert to backup or rental flare.
Noise Purge-gas conservation device is too small or Clean drain or replace with a
is partially plugged by carbon, ice or refractory device of larger diameter. See
(if provided). above for recommendations
regarding excessive pressure
drop.
12.0 DO’S & DON’T FOR SUPERVISORS
12.1 DO’S:
 Pre-commissioning activities as described & given in Installation &

Operating Manual.
 Check pilot gas pressure at FFG Panel regularly.
 Check pilot on – off signals at FFG panel regularly.
 Check all Instruments are in working condition.
 Maintain Purge gas flow as per design data.
 Contact us for any abnormal happenings.
DO’S BEFORE SHUT DOWN
 Isolate the elevated Flare gas inlet and fit a spectacle blind.
 Shut off the Purge gas supply.
 Shut off Ignition gas supply.
 Isolate power supply.
12.2 DON’T:
 Climb Flare Stack when it is in operation
 Disturb setting of various Valves & Instruments
 Allow untrained persons in Flare area.

Appendix 1
Sketch for Thermocouple & Venturi Shutter Setting

077625-S52-CP-0181-1002_C

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Hindustan Urvarak and Rasayan Limited

OPERATION & MANTENANCE MANUAL FOR AMMONIA STORAGE FLARE

VENDOR NAME : AIROIL FLAREGAS PRIVATE LIMITED

LTHE REVIEW STATUS OWNER / PMC REVIEW STATUS

CODE 3 (Final approval) CODE 3 (Final approval)

20.03.2021 YAT RDR AG

Ref. / Order No. (संदभर/ आदे श संख्य)

A 19-03-2021 IFR - ISSUED FOR INFORMATION HV IP KLP

AIROIL FLAREGAS PRIVATE LIMITED

OPERATION & MAINTENANCE

AMMONIA STORAGE FLARE

M/s. HINDUSTAN URVARAK AND RASAYAN LIMITED,

OWNER : M/s. Hindustan Urvarak and Rasayan

EPC : M/s. L&T – Chiyoda Limited.

PROJECT : Ammonia Urea Fertilizer Complex Project,

CUSTOMER : PO no. Refinery/75000-55281 Dated

ITEM : Supply of components for Ammonia Storage Flare

AFPL REFERENCE : J – 6433

AIROIL FLAREGAS PVT. LTD.

2.0 DRAWINGS / DATA SHEETS 7

3.0 PROCESS DATA 9

5.0 DETAILS OF CRITICAL EQUIPMENTS 11

9.0 ROUTINE MAINTENANCE 25

10.0 NON-ROUTINE MAINTENANCE 25

12.0 DO’S & DON’T FOR SUPERVISOR 30

This manual covers the Ammonia Storage Flare (S52-X-0001)

Proposed Ammonia Storage Flaring (S52-X-0001) System is Self-

The Ignition system provided is FD (forced draught) Auto/Manual Flame

2.0 DRAWINGS / DATA SHEETS

31) 077625-S54-NM-0180-1500  MRB (Final Dossier) Index For Flare Package

3.0 PROCESS DATA

Description Units Ammonia Storage Flare

 Allowable Noise at 20 dBA 115

1. Fuel Gas (Rich Case) LHV considered is 10580 kcal/kg.

5.0 DETAILES OF CRITICAL EQUIPMENTS

Sr. Item Description Qty.

5.1 Un-assisted Flare Tip FNS 24/14:

5.1.1 Flare Pilot:

For Flame Indication, or Flame Failure, a thermocouple is fitted internally in

Refer Appendix 1 attached for details on the venturi settings.

5.2 Molecular Seal AFS 14

Please refer Utility & Power Consumption List (Doc. N. 077625-S54-NM-

Restriction Orifice (S52-RO-0546) & Pressure Control Valves (S52-PCV-0546)

5.3 Flame Front Generator Panel:

5.3.1 Ignition Principle:

The ignition system provided by Airoil Flaregas is Forced Draught, Electric

The well-proven principle of traveling flame front generation is employed for

5.3.2 Pilot Ignition:

The ignition source at panel comprises of Ignition Transformer and Spark

5.3.3 Gas & Air Supply:

5.3.4 Pilot Detection & Indication:

5.3.5 Various ON-OFF Indications generated at FFG Panel

The 4-20 mA signals from Temperature transmitters for Pilot on-off

Push Button PB1 : Manual Ignition Start

5.3.7 FFG PANEL CONTROL LOGIC DESCRIPTION:

The Auto/Manual Flame Front Generator (FFG) Ignition Panel (Pilot

A) Local and Remote Auto Operation

Following are sequence of operations under auto mode:

Following are sequence of operations under LOCAL/REMOTE auto mode:

When the Local/Remote selector switch (SS-4) is selected in Local mode in

c) On expiry of the time delay the ignition transformer is operated for 2 to 3

e) Now, if pilot burner-2 is unlit (S52-TAL-1002 is at low level limit which is

Pilot Burner Selection Chart

f) Similar sequence will be repeated for pilot-3.