GBA-CORONA, INC.

GBA-Corona PF-6 Pipeflare and CSF 5/8 Sonic

Flare
CHT Electronic Ignition Panel

Installation, Maintenance
and
Operating Manual

MODEC, Inc.

Client:

Su Tu Den Platform

P.O. #:

Alliance Engineering W1410-POS-PRO-011

Project #:

CP02160

Date:

January 2003

GBA-Corona, Inc.
10333 Harwin, Suite 110, Houston, TX 77036
Phone (713) 773-9933 / Fax (713) 773-9940

TABLE OF CONTENTS

1.0 Introduction
2.0 System Description / Scope of Supply
2.1 Corona PF-6 Pipeflare and CSF 5/8 Sonic Flare
2.2 CHT Electronic Pilot Control Panel
3.0 Shipping / Storage and Handling
4.0 Operating Manual for CHT Electronic Pilot Control Panel
5.0 Operating Manual for GBA-Corona Flares
6.0 Data Sheets
7.0 Drawing List

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

1.0

INTRODUCTION
This manual describes the installation, operation and maintenance procedures associated with
the GBA-Corona pipe flare, sonic flare and CHT Electronic pilot/panel for the MODEC Su
Tu Den platform in the CLJOC Block 15-1 Field Phase 1.
There are two primary objectives of this manual. The first is to provide safe procedures for the
installation, start-up and operation of the flare equipment. The second is to familiarize the user
with the principles and specifics of the performance of the flare equipment. General
arrangements of the flare equipment are shown on the Data Sheets. For specific details refer
to the detailed drawings as listed in the drawing list attached to this manual.
Failure to comply with the recommendations and procedures set out in this manual may lead to
hazardous operation, reduced operating efficiency and service life and may invalidate any
guarantee given for the equipment.
Operating data in this manual may be revised at commissioning. Refer to commissioning report
for final settings, where applicable.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

2.0

SYSTEM DESCRIPTION / SCOPE OF SUPPLY

This section describes the operations of GBA-Corona PF pipe flare supplied to MODEC for
the MODEC/Alliance Engineering SU Tu Den Phase 1 flare project. The supplied
package includes three CHT pilots, a CHT NEMA 7 pilot control panel, GBA-Corona PF-6
pipe flare and CSF 5/8 sonic flare with air lock seals and ignition cables.
2.1

GBA-Corona Flares
The GBA-Corona CSF 5/8 sonic flare is designed to safely combust high pressure
waste gas releases from purge flow to 163 mmscfd. At the maximum flow, an
approximate backpressure of 50 psig will be produced.
The GBA-Corona PF-6 pipeflare is designed to safely combust low pressure waste
gas releases from purge flow to 10 mmscfd. At the maximum flow, an approximate
backpressure of 5 psig will be produced.
The flare system includes three CHT electronic pilot/ignitor assemblies, wind deflectors
and an air lock purge reduction seal. Each of the pilots requires 100 scfh of clean fuel
gas at a pressure of 15 psig to 25 psig. The required purge rate of fuel gas is 15 scfh
for the LP flare and 250 scfh for the HP flare.

2.2

CHT Electronic Pilot Control Panel

The flare tips includes three independently controlled pilot/ignitor assemblies. To
remotely ignite this pilot, an automatic CHT electronic pilot control panel is provided.
This panel houses a transformer that generates a high voltage potential (6000 V). The
potential is sent to the each pilot electrode via a high voltage cable. The potential
between the electrode and the pilot nozzle creates a spark sufficient to ignite the pilot
gas. Pilot status is verified via a flame ionization system through the ignitor cable.
Individual flame monitoring is provided on the front of the panel for indication of proper
operation.
The panel includes indicator lamps and pilot selector switch. Electrical components are
housed in NEC NEMA 7 classed aluminum enclosure rated for Class 1 Div 1.
Details of pilot ignition and operation are discussed in section 4.0 of this manual.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

3.0

SHIPPING / STORAGE AND HANDLING

The following items can be stored either indoors or outdoors and no special measures are required
above and beyond the packing/flange blinds provided.

PF-6 and CSF 5/8 Flares

CHT Pilot Assembly

These items are recommended to be stored indoors.

CHT Ignition Panel

Pipeflare Storage
The Pipeflare and sonic flares should be stored and transported in the horizontal position. The
flares will be shipped on crate complete with proper supports. It is recommended that the
flares be stored and handled in its crate as far as is practicable.
Panel Storage
The panel should be stored and transported in the horizontal position. If the panel is to be
stored for long periods of time, it is preferable that the unit be covered and place in dry
conditions.
Handling
The flares are provided with lifting lugs. Attached to the pipeflare are wind deflectors. Snatch
loads and impacts should be avoided. If additional care is taken, pilots can be attached before
lifting.
The CHT pilot assemblies include a 5 long ceramic electrode . Care should be taken to
ensure that the pilots are not subjected to large impacts that could crack the ceramic.
The panel is an instrument with delicate components, and as such it should be handled with care,
snatch loads and impacts are to be avoided.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

4.0

CHT PILOT CONTROL PANEL

This section describes the operations of Coronas - CHT Electronic Pilot Control Panel. The
panel is intended for the use with Coronas CHT pilot/ignitor assemblies. A description of these
assemblies is also provided. General guidelines are given for the safe commissioning and
operation of this equipment.

4.1

Basic System Description

The GBA-Corona, Inc. CHT Electronic pilot control panel is designed for the remote
ignition of one or more pilot assemblies located on a flare stack or flare tip. This panel
provides the ignition source and detects the presence of pilot flame.
The CHT electronic pilot system is a self-monitoring pilot system. The main
components include a high-energy ignition module and CPU ignition controller located in
the electrical enclosure, the high voltage ignition cable and the pilot assembly. This
equipment controls the three pilots. With the exception of sharing an enclosure and
power supply, each pilot is independently operated and monitored.
The panel houses a transformer module that generates a high voltage potential (6000 V)
for a 5 second duration. The potential is sent to the pilot electrode via a high voltage
cable. The potential between the electrode and the pilot nozzle creates a spark sufficient
to ignite the pilot gas. Pilot status is verified via flame ionization modules that provides
automatic relight and flame indication.
The pilot and ignition assemblies are positioned equally spaced around the outlet of the
flare tips and in close proximity to the outlet to ensure ignition of all flare streams under
varying wind and process conditions.
The high voltage cable is specifically designed to operate with the CHT system. The
cable combines strength, high voltage, low signal loss and high temperature resistance
capabilities. As this is designed for high voltage, care must be taken when installing this
cable (follow normal guidelines for high voltage installations). Shape bends and
accidental cuts to the outer jacket must be avoided.
The system includes Rajah style electrical connectors for termination of the high
voltage cable to the pilot electrode base. The cable connection is located nearly 10
below the top of the flare. At this location, a small junction box is provided for
termination and protection of the ignition cable.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

4.2

Description of Ignitor
Each pilot/ignitor assembly includes a pilot nozzle, a 1 or 1-1/2 pilot fuel gas riser, a
1 ignition / detection electrode housing and a ~5 long ignition / detection rod. The
main pilot gas inlet includes an inspirator assembly. The inspirator assembly (used to
entrain air for continuous pilot gas burning) will be inserted between the pilot gas fuel
line flange and the pilot assembly flange. Typically, the fuel line flange is a 1-1/2 blind
flange drilled to 1.
Each pilot requires approximately 100 scfh of clean natural gas for reliable operation.
The pressure is required to be maintained between 15 psig and 25 psig.
The ignition / detection rod consists of an insulator ( ceramic tube) and a nearly
solid stainless steel conductor rod. This stout ignitor assembly is placed within a 1 pipe
connected to the pilot nozzle. Within the nozzle, the conductor rod protrudes slightly
and provides a preset ignition gap. When the ignition sequence is activated, the high
voltage signal arcs between the ignitor rod and the base of the pilot nozzle. The spark is
of sufficient energy to provide ignition in even the most severe weather conditions.
At the base of the electrode housing is a junction box. Within this junction box is the
base of the electrode. The lower end of the electrode is designed to accept a Rajah
type connector for terminating the ignition wire to the electrode. This junction box is
attached to a flexible conduit, which connects to the main flare tip junction box.

4.3

Description Pilot Control Panel

The control panel consists of a CPU ignition controller, three (3) high voltage ignition
modules, three (3) flame ionization modules, fuse block or circuit breakers,
indicator lamps, selector switches, isolation relays, terminal strip and grounding lugs.
Each ignitor is provided with a Manual - Off - Auto selector switch, a Manual Ignition
push button, Flame Off pilot light, and a Flame On pilot light on the front of the control
panel. The CPU ignition module, ignition modules, terminal strips, ground lugs, and
circuit breaker are mounted inside the enclosure suitable for an hazardous environment.
The selector switch allows for fully automatic operation when the switch is in the Auto
position. In this mode the CPU ignition controller controls automatic ignition cycles, the

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

flame detection function is enabled, the pilot indicators are operational, and the common
alarm contact is enabled.
The CPU ignition controller provides all of the timing, logic and flame detection
functions for the automatic mode of operation. Initiating the ignition sequence through
the CPU ignition controller can also manually fire the ignitors. The flame ionization
module provides instantaneous detection of the flame in the pilots and requires no
adjustments.
4.4

Operation Principles
Pilot gas is directed to the flare tip via a common line terminating at a manifold mounted
at the base of the tip. The manifold allows pilot gas flow to each pilot and terminates at
the base of the pilot. A natural draft inspirator is provided for each pilot line (inserted
between the manifold and the base of the pilot) to ensure the correct mixture of air and
gas.
Primary ignition of pilots is by high voltage transformers located within the pilot control
panel. The high voltage potential is carried to the pilot nozzle by the ignition cable and
ignition rod. The high-energy ignition module can be activated in two ways. The first is
by placing the selector switch in the Manual setting. Pressing the manual ignite button
will initiate a single ignition sequence and send a spark to the nozzle for as long as the
button is depressed. In this mode, it is not uncommon for the lights on the panel to
flicker or illuminate while the manual button is depressed.
Normal operation is achieved by placing the selector switch in the Automatic mode. In
the Automatic mode, the control panel will allow the high-energy spark transformer to
send a spark to the pilot nozzle for a duration lasting approximately five (5) seconds. If
combustible pilot gases are present, the pilot flame will be established and the pilot ON
light will be lit. Consequently, the pilot OFF light will not be lit.
After the ignition sequence, the CHT is capable of monitoring the pilot flame using the
flame ionization method. During combustion of the pilot gas, as with all gases, an ionic
field is produced within the flame. The spark element is energized to 180-190 VAC and
monitors the current that is produced from this ionic field. Typical levels of current are
measured from 10-50 microamps DC, depending on the gas composition of the pilot
fuel. If a flame loss in a pilot occurs, a set of contacts on the flame ionization module will
open and the CPU ignition controller will initiate an ignition sequence. The CHT system
will enter into a cycle of re-ignition and subsequent monitoring. The re-ignition sequence
will initiate a spark for 5 seconds, wait 10 seconds, and initiate another attempt. After
three attempts, the CPU ignition controller will FLASH the Flame Off light and continue

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

to attempt to light the pilots. After a total of ten (10) ignition attempts have been
executed for a particular pilot, the ignition sequence will stop for the particular pilot and
will have to be manually reset by an operator by switching the appropriate selector
switch to MANUAL or OFF.
The common trouble alarm is designed for fail-safe operation and the contacts will be
closed if all of the pilots are operating correctly. If any of the pilots are not lit, the
common alarm contacts will OPEN after 3 attempts.

WARNING!
As with any modification to the operation of the ignition sequence or function,
consult with GBA-Corona, Inc. before executing. Failure to receive written
authorization and approval from GBA-Corona, Inc. will void all warranties with
GBA-Corona, Inc. GBA-Corona, Inc. is not responsible for any damage
incurred to the panel or any other equipment due to modification of the intended
installation or ope ration.
4.5

Installation of Equipment
Pilot / Ignitor Assembly
The pilot assemblies should be mounted to the flare tips or flare stack on the pilot
brackets. The location of these brackets can be found on the pilot assembly detailed
drawings. When mounted to a GBA-Corona, Inc. flare tip, these brackets will be
provided.
When provided with the proper fuel gas source, the pilot flame will extend nearly two
feet out of the nozzle. Because of the stoutness of this flame, the location of the nozzle
does not need to be exact. As a general guideline, the nozzle should be located out 3
to 12 from the edge of the flare and up to 6 below the flare. Where required, for
specialty flares (sonic flares, steam flares enclosed flares, etc.) GBA-Corona, Inc. will
provide specific instruction on the detailed drawings.
At the base of each pilot assembly are two connections, a flange and a pilot cable
junction box. The flange is for the continuous feed of pilot gas. The junction box is
attached to a flexible conduit. The fuel gas inlet is 1-1/2.

10

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

Please note the following:

The inspirator assembly is shipped assembled. In the event that it becomes

detached, it must be inserted between the pilot gas inlet flange and the fuel
gas riser flange. Typically, the fuel gas riser is only 1 (sufficient for most
applications because of the low total flow rate of the pilots). A 1-1/2 blind
flange, drilled to 1 should be used to properly mate and match the bolt
holes of the inspirator assembly and pilot fuel gas flange.

The ignition wire is fed from the main flare junction box, through the
flexible conduit to the pilot cable junction/conduit box. The flexible
conduit allows for the removal of the pilot cable junction box to expose the
base of the ignition electrode. The Rajah connection can be made and the
pilot cable junction box returned. Care must be taken to prevent sharp
bends or cuts to the ignition cable.

It is essential the fuel gas riser be clean before final assembly. Debris
within this line can render the system inoperative.

For some applications, the ignition electrodes may be shipped loose. When installing or
removing an electrode be sure that there is freedom of movement and that it slips in very
easily. Debris within or damage to the electrode housing tube can cause the ceramic to
be stress and break as temperatures rise and expansion movements take place. Only
axial positioning is required when exchanging an electrode. Care must be taken to make
sure that the small bend exposed at the ignition point is pointed toward the nozzle to
assure that a minimal spark gap is created.
For initial installation (or to replace the electrode), remove the pilot cable junction box.
Remove the compression nut and split ring from the end of the pilot assembly. If
replacing the assembly, slide the assembly out and carefully inspect the housing tube for
damage or warping.
Remove the replacement rod from its package and carefully slide the unit into the tube.
Again, be sure it slides smoothly. If any resistance is encountered, stop and find out
why. Once the rod is installed within the tube leave nearly 3 of ceramic exposed at the
lower end. Carefully slide the split ring over the ceramic to a point approximately 11/2 from the end. Adjust the ignitor rod so that the gap between the tip of the
ignitor rod to the inside nozzle exit is approximately 3/16 to . Readjust the
split ring to seat within the compression fitting. Install the compression nut and lightly

11

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

tighten the nut to hold the electrode in place. Use a small crescent type wrench and turn
the nut only 1/8 turn past initial resistance.
Over tightening can damage the rod. Reinstall the cable. Ensure that the Rajah
connection (rubber boot) is secure to prevent moisture accumulation. Any exposure of
the electrode can cause a spark to jump from the exposed point causing poor
ignition and hazardous electrical shock.
Ignition Panel
The panel should be located to give the operator a clear view of the flare tip. It should
be located where radiation, during continuous and emergency operation do not exceed
limits specified by the operator. As the panel contains electrical components, they
should be sufficiently protected against the elements or temperature.
Once mounted, a source of 120-volt power should be extended to the panel. It may be
supplied from a 15-amp branch circuit. In addition to the hot and neutral, be sure to
extend and connect a grounding conductor to one of the several grounding lugs
provided within the panel.
The power supply wires may be #14 THW or equal. The hot wire of 120 VAC supply
should be connected directly to the line side of circuit breaker CB1 within the panel.
The neutral conductor should be connected to the neutral terminal immediately adjacent
to the fuse clip/circuit breaker within the panel. The grounding conductor should be
connected to any of the several grounding lugs within the panel.
High Voltage Ignition / Detection Cable
The ignition of the CHT pilot is accomplished through a single cable (one for each pilot
assembly). This cable is specifically designed for the CHT pilot. It combines the
characteristics of handling high temperature service, high voltage service and low signal
loss. This cable is rated for 15KV at 450 degrees F.
If you anticipate extreme temperatures or harsh service, please consult with GBACorona, Inc. regarding special cable requirements. Various insulation options and
wiring protection may be available.
As the cable will be used for high voltage service, normal high voltage practices should
be used to install the cable. The high voltage cable should be carefully pulled into the
conduit, being very careful not to scrape, nick, or injure the cable jacket. Cut the cable
to the exact length required for connection. Do not coil extra lengths. Sharp bends
12

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

must be avoided. Connect the upper end to the pigtail or directly to the electrode using
the silicone rubber boot (Rajah connector). At the lower end connect the cable to the
high voltage binding post.
A conduit must be extended from the ignitor to the panel to carry the high voltage cable.
It is recommended that the conduit be a minimum of 3/4 inch rigid for single pilot, 1 for
2 pilots, and 1 1/2" for three pilots. Underground installations are acceptable, but
tighten the joints carefully and use a coating. Moisture and high voltage do not mix well
and it is wise to do your best to keep water out of the conduit. The cable to be installed
will be operating at 6 KV potential. It is VERY IMPORTANT to be sure that no sharp
edges remain at threaded joints or pull boxes that might damage the insulation. Also, it
is recommended to use only long radius bends and oversize junction boxes to keep
sharp bends and kinks out of the cable. High voltage current is similar to high pressure
hydraulics, the greatest stress will be on bends and tight spots, so the better job you do
of planning your conduit run, the longer the system will operate without a failure in the
cable. Typically, a maximum distance of 500 feet between the ignitor and control is
recommended.
Be sure all joints are tight and be sure there is a very good ground between the stack
and the panel ground. This is important because one side of the circuit flows through
the grounded structure. Various configurations may be employed at the ignitor end of
the conduit. If there is not a problem with burning liquids or extreme heat, a
compression style connector can be installed on the coupling at the end. A silicone
rubber boot and compression style Rajah connector is provided for connection to the
unit. If the unit will be subject to adverse conditions please consult with GBA-Corona,
Inc. for special installation instructions. GBA-Corona, Inc. has developed several means
of thermal protection and shielding that may be used to provide adequate protection of
the cable.
Installation is now complete and the unit is ready for final testing and start up.

13

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

4.6

Commissioning / Start-Up / Operation

It is good practice to test the pilot ignition and operation before commissioning of the
flare tip. Problems found at this stage (if any) can more easily be corrected saving time
required to re-purge the main waste gas header.
Pre-Commission
All pipe work associated with the ignition system and pilots must be clean before
operation. The pipe work should be blown down (both upstream and downstream)
before final hook up. A blow down velocity of no less than 300 ft/sec should be used.
Please note that it is essential when the pilots are in operation (at initial commissioning or
during normal operation) that the main flare line is in a safe condition. The header can
be made hydrocarbon free, by inert gas purge (and the blinded off), or made air free by
sufficient hydrocarbon purge (see specified purge rates on the supplied data sheets.
The pilot assembly has three main functions. The first is to supply a continuous feed of a
proper mixture of fuel gas and air. The second is to provide an electrical ignition
source. The third is to provide proof of a pilot flame (monitoring).
The inspirator assembly and the pilot nozzle handle the pilot air/gas mixture. If a clean
source of fuel gas, at 15 to 25 psig, is provided at the base of the inspirator assembly,
the air and gas mixture will be properly maintained. The inspirator orifice is less than
1/8. The orifice must be clean for proper operation. If possible, this should be
inspected.
The following electrical test items help to ensure that at the pilots will successfully ignite
when pilot gas is introduced to the pilot. These tests are best carried out by a GBACorona, Inc. representative, but qualified electrical personnel, familiar with the safety
requirements for testing high voltage may be able to complete these simple tests. The
primary objective of these tests is to ensure that the electrical connection between the
transformer and the ignitor rod is sound.
Spark test the transformer. Various safe methods can be used to create a gap
between the transformer and ground. With the selector switch in the manual
position, momentarily push the manual ignite button for one second. An arc
should be created between the high voltage ignition module and ground.

14

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

When the cable has been pulled, the pilot end of the cable can be insulated from
ground. A continuity check can be performed on the cable to ensure that a
short is not present.
With the panel end of ignitor wire connected to the high voltage ignition module,
a spark test can be accomplished on the ignitor wire. Again, using safe
practices, the selector switch can be placed in the manual mode and a spark
can be generated between the pilot end of the cable and ground.
The ignitor should be inspected for possible cracks and proper positioning.
While the ceramic insulator is stout, occasionally accidents happen. If the
ceramic is cracked, the ignitor rod should be replace.
After the Rajah boot has been connected to the base of the ignitor rod, a final
spark test can be performed. The spark should be present within the pilot
nozzle, between the electrode and the pilot nozzle.
Please note, after the pilots have been successfully tested, they should be shut in prior to
removal of the flare line blinds. Hydrocarbon gas should not be allowed to enter the
flare header and tip until the pilots have had sufficient time to extinguish and cool. Flare
line blow down should not be attempted while the pilots are alight.

15

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

Commissioning - Pilots
The pilots are designed to operate with approximately 100 scfh of clean natural gas.
The fuel gas pressure should be maintained between 15 psig and 25 psig (at the base of
the inspirator assembly). For new installations, sufficient time should be allowed for the
fuel gas to completely flush the pilot gas supply riser (from the fuel gas supply regulator
to the pilot inspirator assembly).
Upon successful ignition, the pilot will burn with a stout blue flame. This flame will be
difficult to see during the day and is best viewed at night. The pilot flame will extend
between 1 and 2 (feet) beyond the pilot nozzle.
Please note that the pilots should remain lit during normal flare operations.

Commissioning - Ignition Panel

They following are general guidelines for operating the CHT Electronic pilot control
panel. It should be understood that each installation would vary because of the number
of variables at each location (i.e. distance between panel and pilots, number of bends in
ignition line, quality of fuel gas, weather conditions, etc.).
Follow the pre-commissioning guidelines and warnings addressed above.

16

Open the pilot fuel gas supply valve. Adjust for 25 psig at the base of the pilot
inspirator assembly.

Check to make sure that all electrical connections are properly connected. The 120
VAC Power should be connected to the fuse clip or circuit breaker CB1 and
neutral lug, the grounding conductor to one of the panel grounds, and the high
voltage cable from the ignitor to the high voltage ignition module within the panel.
Connectors have been provided to make the proper connection.

If you have access to a good ohmmeter or meggar, it is a good practice to

disconnect the high voltage cable from the binding post and check for an open
circuit. If you find the cable and ignitor electrode circuit is shorted or has low
resistance, STOP and find the reason. The resistance of the cable and electrode to
ground should be near infinite, if this checks; proceed.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

Make absolutely sure that everyone is clear of the ignitor and flare stack. The
following steps will actually create an ignition arc within the ignitor and could result
in ignition of any gases present in the vicinity of the ignitor or might result in an
electric shock to personnel touching the ignitor electrode or any exposed high
voltage wiring. Double check to be sure that it IS SAFE to proceed.

Place the front panel selector switch in the "OFF" position. Apply 120 VAC
Power to the Control Panel and if the unit is equipped with a circuit breaker flip it to
the "ON" position. If you observe anything abnormal such as a burning smell or
arcing, IMMEDIATELY remove the power and investigate the cause. If everything
appears to be in order -- proceed.

Place the front panel selector switch in the "AUTO" position. The CPU ignition
controller module should power up and you should see a green LED on the ignition
module relays illuminate. (Note: Some relays, per project requirements, are supplied
as hermetically sealed and do not have LED indication.) This green LED indicates
that the ignitor is connected to the IGNITION MODULE and has initiated an
ignition spark. This ignition trial should last about 5 seconds. You may be able to
hear or observe the arcing sound within the ignitor.

After the ignition trial the Flame OFF lights will extinguish (if a flame is present) and
the control will revert to a monitoring mode in which it is looking for the presence of
a flame in the ignitor. It will continue to repeat this cycle and after about two
minutes of cycling and a flame has been established, the IGNITION OFF light will
stay on and FLASH after 3 attempts and de-energize the common alarm relay to
provide a common trouble alarm signal. This will repeat for a total of ten (10)
attempts. If a flame is established at any time during this sequence, the system will
clear itself and re-initiate the monitoring and automatic operation.
If the common alarm has been activated during the ignition sequence, a proven
flame must be present for 30 seconds in order to clear the alarm.

17

Open the fuel supply line to the ignitor and allow fuel gas to flow to the ignitor.
Some very tall stacks take quite a while for the air trapped in the supply line to
purge itself through the small opening in the inspirator plate.

Allow the control system to continue cycling and as combustible gases reach the
ignitor you should have a flame. Depending on the height and ambient noise you
may be able to hear the ignition of the gas as a dull pop. NOTE: in the daylight the
flame may be hard to see, as it is a deep purple or blue.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

18

Once the flame ionization module senses the presence of the flame, the Flame On
LIGHT on the front of the panel will illuminate. At this point the CPU ignition
controller will go into a holding mode. Allow the unit to burn for an hour or so
without interruption.

After the unit has burned, turn the gas supply off and allow the flame to burn itself
out. Again on tall stacks this may take a while. Observe that the flame indicator
lights have extinguished and that the CPU ignition controller begins a new cycle of
ignition trials. Allow it to cycle several times and then restore the fuel supply to the
ignitor. Observe that the system does re-ignite and the flame is again detected by
the control system. Repeat this as many times as desired.

Next, shut off the gas supply to the ignitor and allow it to burn itself out. Place the
selector switch in the "MANUAL" position. Restore the gas supply to the ignitor
and after having allowed enough time for the gas supply to the ignitor to purge to the
ignitor head, depress the "IGNITE" push button for one or two seconds. This will
cause an arc at the ignitor and will ignite the flame if gas is present. You can switch
back to "AUTO," allow the system to go through one cycle, and then obtain the
flame indication.

Shut off the fuel supply, allow the flame to go out and repeat this manual process as
many times as desired.

At this point the unit should be functioning properly and ready for service. If the
particular installation includes any special alarm or shutdown devices, these should
be verified at this time.

As a final step, make sure that all mounting brackets are tight, electrical boxes are
securely closed, and special caulking to exclude water is accomplished and VERY
IMPORTANTLY; make sure all grounding connections are tight.

If the pilot does not light, refer to the trouble shooting section of this manual.

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

4.7

Trouble Shooting
Some of the items listed below may have simple solutions. We encourage you to
contact GBA-Corona, Inc. when any problem is encountered. Reoccurring problems
may require special attention.
Pilots
At night, the pilots can be viewed as having a stout bluish flame. The flame will range
from 1 to 2 beyond the pilot nozzle. If the pilots appear to be weak or burning with a
loose yellow flame, the following should be checked.

Fuel gas supply pressure should be between 15 psig and 25 psig at the base of the
inspirator assembly.

Ensure that the inspirator assembly has been installed.

Ensure that the inspirator assembly is free of debris (the inspirator orifice is less than
1/8 and can easily become clogged if trash is left in the pilot fuel gas line of if the
fuel gas is not clean). If the inspirator is clogged, remove and clean (fine wire brush
or - in worst case - redrilled). If the problem occurs again, the pilot fuel gas line
should be cleaned or a fuel gas filter should be installed. Note that the pilot system
must be shut down when the inspirator assembly is un-bolted.

Pilot fuel lines should be free from condensate and water. Water can be flushed by
excessive fuel gas purge.

Ignition Panel
The following is a guide to help identify problems with the ignitor control panel. Many
of these items are interrelated to the ignition cable and the pilot assembly. In this
section, we list the problem you may encounter and possible solutions.
Flame flickering and poor flame detection

19

Low gas pressure

External drafts due to main stock flow dynamics or excess cross winds
Improper positioning of flame ignition/sensing rod

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

It is important that the gas pressure of the fuel supply be kept in the 15-25 PSIG
range. Low gas pressure can cause a weak or lazy flame and excess pressure can
cause the base of the flame to be forced out of the burner resulting in detection
problems. Tighten the fitting/flange connections as necessary in the assembly of the
unit to assure that no gases escape and no unwanted air can enter.
Some applications may result in the waste gas creating a draft on the fuel gas flame
that lifts the base of the flame above the tip of the detecting electrode.
The flame ignition rod should be even with the inner throat of the Burner Nozzle and
gapped for proper spark discharge. If this is not the case the gap needs to be
adjusted accordingly. The electrode is held in place by a compression nut at the
base of the ignitor electrode housing. If it becomes necessary to adjust the rod
follow the instructions listed in the installation section of this manual or as follows.

De-energize all power from the ignition panel.

Remove the wire connection at the ignitor electrode base.
Make sure all upper portions of the ignitor are properly assembled and tight.
Loosen the packing nut enough that the ceramic insulator will slide with a little
force applied.
Set gap approximately 3/16 to from inside nozzle.
Being careful not to let the insulator slip, tighten the compression nut snugly but
BE CAREFUL not to overtighten.
Replace the wire boot and connector on the electrode/rod.

No ignition spark on ignition cable

Flame sensing rod and/or ceramic may be damaged or shorted

Ignition cable may be burned causing short or open circuit.
System control may be malfunctioning
Follow the procedure for adjusting the flame rod in the description above. If
necessary remove the insulator rod and inspect for cracks or damage, replace if
necessary. If it appears the control system is at fault follow the procedures in the
following Troubleshooting sections.

Control Panel Appears Dead

20

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

First power up the system. If you do not see any LIGHTS on the control panel
illuminate when the selector switch is put in the "AUTO" position, confirm 120 VAC
power is present at the input terminals. If it is not, check that AC supply circuit breaker
or fuse. If 120 VAC is present on the secondary, but the CPU appears to be dead,
replace the CPU. Unscrew the Phillips head screws and remove the terminal blocks
containing the I/O. Replace the CPU with a pre-installed logic program and replace the
terminal block.
CPU Ignition Controller Cycles but no Arc Appears
Turn off the power to the panel. Disconnect the high voltage cable at the IGNITOR
MODULE. Use a meggar and check the high voltage cable for shorts or low
resistance.
The cable should meg near infinity. If there is a short or low resistance ground, repair
and/or replace the cable as necessary.
If cable is verified to be OK do the following to test the IGNITOR MODULE. Using a
very well insulated screwdriver carefully short the output post of the IGNITOR
MODULE to ground allowing an 1/8 to 1/4 inch gap between the screwdriver and
ground. BE CAREFUL because the ignitor is capable of producing 6,000 Volts. BE
ABSOLUTELY SURE that you are well insulated from the metal parts of the
screwdriver then carefully power up the panel. You can place it in "AUTO" and allow it
to go through an ignition sequence or you can place the switch in "MANUAL" and push
the "IGNITE" button. If there is a healthy arc, the IGNITOR TRANSFORMER is OK
and the ignition cable is probably damaged near the tip from heat exposure. If there is
no arc or the arc is very weak, the HIGH ENERGY TRANFORMER should be
replaced. If the ignition relay does not energize (via green LED on the top) pull the top
of the terminal that houses the relay and replace with a new one. The unit is appx 1
long and will remove easily.

Ignition Module Control Relays LEDs Operate, but Do Not Follow Proper Sequence
The CPU ignition controller is most likely malfunctioning and should be replaced. The
program is flashed on the CPU and should not have to be reloaded unless the CPU
has been exposed to a high-energy electromagnetic field or shock.

Control Ignites Flame, But Does Not Detect Flame

21

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

Check the flame ionization modules inside of the panel. If the green LED (or yellow
flame ON light, depending on which model was used) on the module is not lit and a
flame at the pilot can be visibly seen (this may have to be checked at night), unscrew the
mounting bolts on the top and bottom of the plastic housing, pull the module off and
replace with a new unit. Newer models supplied are DIN rail mounted and simply snap
off when clips in the back are lifted. A quick check can be done by swapping out a
working unit on the adjacent pilot to see if the problem lies within the suspected module.
If the flame ionization module has been swapped with another unit and appears to
function correctly, replace the transformer. It is possible for the transformer to function
properly but internal leakage on the secondary is causing noise that the flame ionization
module cannot distinguish as a proper signal.
4.8

Maintenance
The pilots and the ignition panel do not require extensive maintenance. The following
items should be checked bi-annually.
Visually inspect the conditions of the pilots. This can usually be accomplished with
binoculars.
Visually inspect the pilot flame. This should be accomplished at night.
Inspect the fuel gas pressure to ensure it is within the specified range of 15 psig to 25
psig.
Inspect electrical enclosures to ensure that corrosion is not becoming a problem. If
problems are occurring, the enclosure and the connections may need to be replaced or
upgraded.
Where possible, flanges should be inspected for leakage. Where required, these
connections should be fixed.

22

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

4.9

System Features
Required Utilities:
The panel requires a single clean source of 120 VAC @ 60 Hz. In the event that power
is momentarily lost, the panel will reset itself and begin the ignition and monitoring
sequence. If the panel does not start the proper sequence, switch the position of the
selector to OFF or MANUAL to reset the system.
CPU Ignition Controller (PLC):
This module is located on the backplane inside of the panel at the top. It provides all of
the timing and logic functions for the automatic mode of operation.
Flame Ionization Modules:
Each pilot has its own independently operated flame ionization module located in the
enclosure. It isolates the CPU ignition module input board from any electrical
interference and malfunction. The module has a local flame indication lamp indicating
that flame has been established. The module has threshold detection down to 5
microamps. No adjustments are necessary. In the event that gas is intentionally shut off
to the pilots, it may take a few seconds for the residual gas in the lines to clear out
before the lamp is not illuminated.
Internal Status Indicators:
There are isolation relays inside of the panel indicating when the ignitors have been
energized. Each relay has a GREEN LED showing when the coils have been activated.
There is an additional relay coil for the common trouble alarm. If any pilot is not lit or
has not reached the setpoint, the coil will de-energized and the contacts will open. The
control room will sense an alarm from the open contacts. The contacts operate in a
FAIL-SAFE mode (OPEN-TO-ALARM). This mode enables monitoring the system
for loss of power, system failure, broken wires or other system error.
Flame On (Green LIGHT):
This LIGHT is illuminated on the front of the panel at any time the system is detecting
the presence of a pilot flame.

23

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

Flame Off (Red LIGHT):

This LIGHT is illuminated on the front of the panel at any time the system is detecting
the absence of a pilot flame. It also indicates a pilot fault or failure. This combination is
illuminated only when the CHT Ignitor is OFF and will flash when the system has cycled
through three (3) re-ignition attempts and the system failed to detect a flame. It will
cycle seven (7) additional times to attempt to light the pilot. After a total of ten (10) reignition attempts, the system will stop the sequence and will have to be reset by an
operator. The RESET is accomplished by switching the AUTO/OFF/MANUAL lever
to OFF or MANUAL. The common trouble alarm will be present throughout this
sequence.

WARNING!
As with any modification to the operation of the ignition sequence or function,
consult with GBA-Corona, Inc. before executing. Failure to receive written
authorization and approval from GBA-Corona, Inc. will void all warranties with
GBA-Corona, Inc. GBA-Corona, Inc. is not responsible for any damage
incurred to the panel or any other equipment due to modification of the intended
installation or operation.

Terminal Strips:
Connections to the CHT electronic panel should be made only to the terminal strips at
the bottom of the panel. The main power should be applied only to the circuit breaker
CB1. Electrically isolated alarm relay contacts are wired to the alarm terminal strip
(refer to GBA-Corona electrical and mechanical control panel drawings). The relays
provide form C contacts and the normally open contacts are used for FAIL-SAFE
operation.
(For specifics of this panel, please refer to the detailed drawings).

24

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

5.0

CORONA PF PIPEFLARE and SONIC FLARE

This section describes the operations of GBA-Coronas PF - Pipeflare. The PF Pipeflare is
intended for the use with Coronas pilot/ignitor assemblies. A description of the pilot/ignitor
assemblies is provided in section 4.0 of this manual. General guidelines are given for the safe
commissioning and operation of this equipment.
5.1

Basic System Description

The GBA-Corona, Inc. PF-6 - Pipeflare is designed for continuous flaring of
hydrocarbon gas from purge to peak flow rated. This flare includes wind deflectors (to
break up the low pressure region on the down stream side of the flare) and an airlock
purge reduction seal. Also included with this flare are necessary pilot / ignitor
assemblies.
The GBA-Corona, Inc. CSF 5/8 Sonic flare is designed for continuous flaring of
hydrocarbon gas from purge to peak flow rated. This flare includes wind deflectors (to
break up the low pressure region on the down stream side of the flare) and a fluidic
purge reduction seal. Also included with this flare are necessary pilot / ignitor
assemblies.
Process conditions and purge requirements are included on the provided flare tip data
sheets. Detailed connection information and dimensions can be found on the detailed
drawings.

5.2

Installation
The PF 6 and CSF 5/8 has an approximate combined weight of 5000 lbs.
The flares includes lifting lugs. Attached to the pipeflare are wind deflectors. Snatch
loads and impacts should be avoided.
The pilot / ignitor assemblies can be damaged during the lifting process is care is not
take. They pilots / ignitor assemblies should be installed after the flare tip is in place. If
this is not practical and proper care is taken, pilots can be attached before lifting.
For flares which are pre-mounted to a stack, for a single lift, care should be take to
avoid damage to the flare and the pilot / ignitor assemblies.

25

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

All attachments are trial fit at the fabricator prior to shipment; they should be inspected
for shipping damage prior to assembly.
If undamaged they should fit-up with a
minimum of effort.
Where necessary, suitable radiation protection and expansion allowance should be
given to all pipework associated with the flare.
5.3

Operating Sequence
It is recommended that a GBA-Corona, Inc. field service specialist assist in the initial
commissioning of any GBA-Corona. Besides assisting in the start-up and reducing the
possibility of delays, this specialist will be able to document the initial operation (which
can be used for future monitoring of the flare system) and offer training for field
personnel.
A normal operating sequence for the GBA-Corona, Inc. flares are as follows:
Pre Commission

All pipe work associated with the flare system and pilots must be clean before
operation. The pipe work should be blown down (both upstream and downstream)
before final hook up. A blow down velocity of no less than 300 ft/sec should be
used.

Typically, low pressure headers do not require high velocity blow down if care has
been taken to ensure that, during fabrication and final assembly, these headers are
free of trash, dirt and debris.

It is recommended that the pilots be tested before commissioning the flare (see
section 4.0 for pilot commissioning and safe practices for header purging).

Commissioning

26

Please note that the following is for flares that are in their initial service or have been
shut down for an extended period of time. The flares header blinds should be
removed and the flare header should be made air free.

The flare header blind should be removed and the header purged to remove all air
before any ignition is attempted. It is recommended that the header be purged with
at least 10 times its free volume at a rate equal to or greater than the specified purge
rate.
GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

It is essential that the specified purge rate be adhered to at all times. Failure to do
this may result in damage to the flare tip, and will nullify any guarantee given for the
flare.

When the flare header is air free, the pilots may be lit (see section 4.0 of this manual
for proper pilot operation). The pilots will ignite the gas of the flare stream.

Shut In

5.4

Close valves to flare header and allow flame to extinguish.

(If possible, purge header with inert gas).

Close valves to pilot gas riser.

Close valves to purge.

Operating Characteristics
Hydrocarbon Purge
The hydrocarbon purge from the PF flare will normally ignite from the pilots.
In moderate-to-high winds the purge flame will be blown to the down wind side of the
flare. The wind deflectors help to break up the low pressure region on the down wind
side, allowing the flame to extend away from the flare. Some burning on the deflectors
may be seen.
If the flame disappears, the purge flow and pilots should be checked. If both are
operational, the purge rate should be increased.
Pilots
At night, the pilots can be viewed as having a stout bluish flame. The flame will range
from 1 to 2 (feet) beyond the pilot nozzle. If the pilots appear to be weak or burning
with a loose yellow flame, refer to section 4.0 of this manual.
Normal Operation

27

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

This flare is designed for steams of hydrocarbon gases. As such, the flame will be
primarily dark yellow to nearly clear. As the exit velocity increases, the luminosity
decreases.
Condensate and Carryover
This flare is not designed for liquid carry over.

28

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940

5.5

MAINTENANCE
The GBA-Corona, Inc. PF pipeflare and CSF sonic flare is designed as a utility flare.
Little to no maintenance is required (pilots are covered in section 4.0).
During shutdowns, the flare can be visually inspected for damage. Excessive internal
burning (due to low purge rates) can lead to body warping.
If damage is found, it is strongly recommended that GBA-Corona, Inc. be advised and
consulted be for any work is conducted.

6.0

DATA SHEETS
CSF - 5/8 - HP/PF-6 LP Specification
CHT Automatic Ignition Panel Specifications

7.0

DRAWING LIST
32392-02160-01C
32392-02160-02D
32392-02160-03D
32392-02160-04D
CP02160-07 sht. 1
CP02160-07 sht. 2
CP02160-06 sht. 1
CP02160-06 sht. 2
CP02160-06 sht. 3
CP02160-06 sht. 4

CSF 5/8 General Arrangement

Strake and Manifold Details
PF-6 General Arrangement
Pilot w / Inspirator
CHT Pilot Control Panel Outline Drawings
CHT Pilot Control Panel Internal Layout
CHT Pilot Control Panel Power Input
CHT Pilot Control Panel PLC Inputs
CHT Pilot Control Panel PLC Outputs
CHT Pilot Control Panel Ignitor and Monitoring
Circuits

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29

GBA-Corona, Inc.
10333 Harwin Suite 110 Houston, TX 77036
Phone 713-773-9933 / Fax 713-773-9940