Diesel & Jet Fuel

UTILITIES
DIESEL OIL AND JET-FUEL
TRAINING MANUAL
Course EXP-PR-UT080
Révision 0.1
Exploration & Production
Utilities
Diesel Oil and Jet-Fuel
UTILITIES
DIESEL OIL AND JET-FUEL
CONTENTS
1. OBJECTIVES ..................................................................................................................4
2. INTRODUCTION .............................................................................................................5
3. DIESEL ............................................................................................................................6
3.1. ASSESSMENT OF GLOBAL CONSUMPTION BY USERS......................................7
3.1.1. Diesel oil for gas turbines ...................................................................................7
3.1.2. Diesel oil for fire water pumps.............................................................................7
3.1.3. Diesel oil for emergency generators ...................................................................7
3.1.4. Life boats and mobile equipment ........................................................................8
3.1.5. Non-fuel diesel demand......................................................................................8
3.2. REQUIRED QUALITIES FOR DIESEL FUELS .........................................................8
3.2.1.1. For diesel engines:.....................................................................................10
3.2.1.2. Pressure:....................................................................................................10
3.2.1.3. Temperature:..............................................................................................11
3.3. STRUCTURE OF A DIESEL MODULE (OFFSHORE INSTALLATION) .................11
3.4. FUNCTIONALITY OF THE EQUIPMENT IN A DIESEL MODULE..........................13
3.4.1. Availability and sparing .....................................................................................13
3.4.2. Loading system.................................................................................................13
3.4.3. Storage .............................................................................................................14
3.4.4. Diesel Oil Treatment .........................................................................................14
3.5. ONSHORE DIESEL FACILITY................................................................................16
3.5.1. Onshore storage systems.................................................................................16
3.5.2. Onshore Road tanker loading station ...............................................................16
3.5.3. Safety considerations .......................................................................................16
3.6. OPERATING PROCEDURES & PARAMETERS FOR A DIESEL MODULE ..........18
3.6.1. Storage levels ...................................................................................................18
3.6.2. Pump operation ................................................................................................18
3.6.3. Operation of purification units ...........................................................................18
3.6.4. "Overflow" recovery tank...................................................................................18
3.6.5. Unloading of Diesel...........................................................................................18
3.7. EXERCISES............................................................................................................20
4. JET-FUEL ......................................................................................................................21
4.1. REQUIRED QUALITIES FOR JET-FUEL ...............................................................21
4.2. STRUCTURE OF A JET-FUEL MODULE (OFFSHORE FACILITY) .......................21
4.2.1. Storage .............................................................................................................21
4.2.2. Fuelling pumps .................................................................................................22
4.3. ORGANISATION OF A FUELLING OPERATION ...................................................24
4.4. EXERCISES............................................................................................................25
5. TROUBLESHOOTING...................................................................................................26
5.1. DIESEL ...................................................................................................................26
5.2. JET-FUEL ...............................................................................................................26
Training Manual EXP-PR-UT080-EN

Last Revision: 05/06/2007 Page 2 of 30
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6. GLOSSARY ...................................................................................................................27
7. FIGURES.......................................................................................................................28
8. TABLE ...........................................................................................................................29
9. SOLUTIONS TO EXERCISES.......................................................................................30

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1. OBJECTIVES
After learning this module, the reader must be familiar with:
The physical properties of Diesel oil and Jet-Fuel.
The risks incurred in handling these fuels.
Malfunctions caused by the presence of water in the fuel.
Precautions to be taken when unloading or transferring these fuels.
The functioning of Diesel oil & Jet-Fuel modules.

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2. INTRODUCTION
Oil production facilities are often located in isolated areas, therefore requirements in terms
of electricity, fire fighting and personnel transport connections with populated areas must
often be satisfied locally. Diesel Oil & Jet Fuel must therefore often be stored.
Diesel fuel is used for operating:
Emergency power generators.
As Back-Up fuel for Fuel-Gas used for "Dual Fuel" gas turbines.
Diesel engines for fire pumps.
Back-up air compressor engine.
Fixed offshore cranes & powered onshore cranes.
Life boat engines.
Diesel engine vehicles.
Diesel is also occasionally used for other purposes, such as:
A solvent for corrosion inhibitors.
In line-filling during the pre-commissioning phase of a plant.
A solvent for drilling fluids.
A mud displacement fluid for starting wells.
In a diesel burner of the household waste incinerator.
Jet-Fuel is only used in helicopters transferring and picking up personnel

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3. DIESEL
It is worth reiterating a few specifications of standard Diesel fuel as used in standard
Diesel engines on static facilities such as engine-driven fire water pumps and power
generators.
The properties mentioned in the following table are taken from European circular
N°98/70/EC.
National As per 98/70/EC

Parameter Unit
specifications directive
Tolerance Minimum Maximum Minimum Maximum
Cetane number 51
Specific gravity at 15°C Kg / m3 845
Distillation point 95% °C 360
Aromatic hydrocarbons % (m/m) 11
Sulphur content mg / Kg 350
For Diesel oil, the Cetane number is the equivalent of the RON (Research Octane
Number) for petrol (called gasoline in the USA); i.e. it is adapted to the engine
performance.
The major inconvenience of Diesel engines is the presence of liquid water at the inlet to
the injection pump and the injectors, particularly for advanced diesels. This leads to the
almost immediate deterioration of the engine.
It is therefore essential to avoid the presence of water in the Diesel oil.
This requires:
Analysis of the % of water at delivery (for storage tanks), for onshore and offshore
oil facilities, where stored quantities are approximately 50-800 m3 depending on
the importance of Diesel operated equipment.
And:
A large filter must be mounted on the discharge line.
Storage of Diesel in watertight tanks.
Regular draining of water, especially 24 hours after unloading.
Install a bleed at the bottom point when constructing the tank.

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It is essential to install two types of filters at the transfer pump:
A standard suction filter at the pump, retaining solid particles (engine injectors
may be fouled).
Two coalescer filters for water drops, fine & in parallel (with several cartridges).
And finally, before starting the engine, verify & bleed the section filter for the engine power
circuit, if necessary.
Potential risk of Diesel fuel: Electrostatic with/when transfers in plastic containers.
3.1. ASSESSMENT OF GLOBAL CONSUMPTION BY USERS
3.1.1. Diesel oil for gas turbines
Average fuel consumption of gas turbine = 350 g / kWh, considered that the gas turbine
power is the rated power or the shaft power.
Diesel oil tank capacity: to have enough time (about 2 hours) to start a Gas Turbine with
diesel oil, and recover enough fuel gas to feed the power station.
(Mean specific gravity of diesel oil around: 0.830).
3.1.2. Diesel oil for fire water pumps
Average fuel consumption of diesel engine = 200 to 250 g / kWh considered that the diesel
engine power is the rated power or the shaft power).
Diesel oil capacity: each fire water pump will have its own tank with a storage capacity of
one day of diesel oil consumption.
Two-fire pump diesel engine must be considered.
Design basis are provided and validated by Safety Department.
3.1.3. Diesel oil for emergency generators
Average fuel consumption of a diesel engine = 200 to 250 g / kWh, considered that diesel
engine power is the rated power or the shaft power.

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Diesel oil capacity: diesel oil generators (for process and/or livings quarters) will have its
own daily tank with a storage capacity of 12 hours of diesel oil consumption.
Safety department generally validates design basis.
3.1.4. Life boats and mobile equipment
These are small users, supplied directly through a flexible hose from the diesel supply
main storage
3.1.5. Non-fuel diesel demand
Their frequency of operation is generally low.
Although they need to be considered during design, they should not become the governing
case for sizing of equipment in the diesel system.
It is always possible to bring in temporary bulk storage and pumps on land or to provide
these facilities offshore from a specially adapted supply boat.
3.2. REQUIRED QUALITIES FOR DIESEL FUELS
Adequate diesel oil treatment systems shall be specified to ensure that the diesel oil
quality meets the requirements specified by the equipment Manufacturer.
Gas turbines typically have relatively high diesel fuel quality requirements, therefore the
main features of the diesel oil system designs will depend on whether gas turbine quality
or diesel engine quality diesel oil is required.
The requirements of recent Diesel engines which can no longer "swallow any old Diesel"
without causing damage must be considered in priority, while the use of Diesel as a starter
fuel prior to the supply of Fuel-Gas is not a problem, as the design of GT burner injectors
is less "complex"
However, the temperatures in the GT combustion chamber reach approximately 1100°C

therefore it is worth avoiding taking risks as the problems mentioned below may arise, and
under all circumstances, in practice, high standard Diesel oil is systematically used.
Contamination commonly arises during transportation and off-loading, particularly offshore.
Contracts and procedures shall be formulated so as to minimize this risk.

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Special constraints apply for liquid-fuelled gas turbines, where physical and chemical
properties of the fuel affect combustibility and contaminants can cause damage to the unit
such as hot section corrosion, erosion (on blades etc.) and fouling.
Removal of solid contaminants, such as sand, rust, and micro organisms, can often be
effected by filtering and/or biocide treatment.
Water-soluble salts, such as sodium, potassium, calcium and magnesium, can often be
removed by washing and drying the fuel oil. Removal of corrosive contaminants that are
chemically bound to the hydrocarbon fuel (or which are oil-soluble), such as vanadium and
lead, is not viable.
With respect to contaminants, only solids are addressed in the diesel standards. The
soluble metal contaminants, which can cause blade damage, particularly in high
temperature aero derivative gas turbines, are not mentioned.
Vanadium contamination can occur if diesel is transported in containers previously used

for crude oil or residue, while lead contamination can be picked up from previous gasoline
cargoes.
Sodium is a more common diesel oil contaminant. Some sodium is picked up in the
refinery through the addition of diesel blending streams neutralized with caustic soda.
More sodium contamination can occur during transportation, particularly to offshore

locations due to salt-water ingress.
As a guide, maximum fuel contamination for gas turbines should not exceed the accepted
limits for standard liquid fuel (for which LHV = 42 680 kJ / kg):
Sulphur (S) 10g / kg x LHV / 42 680 kJ / kg
Vanadium (V) 0.5 mg / kg x LHV / 42 680 kJ / kg
Sodium plus Potassium (Na+K) 1.0 mg / kg x LHV / 42 680 kJ / kg
Lead (Pb) 1.0 mg / kg x LHV / 42 680 kJ / kg
Calcium (Ca) 2.0 mg / kg x LHV / 42 680 kJ / kg
Since contaminants can also come from air and injected water, the total level of
contaminants passing through the compressor shall be considered.

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3.2.1.1. For diesel engines:
Following Standards relative to limit percentages in water and deposits are general and
can be applied to any Diesel Engine. For other Standards, refer to article 98/70/CE (valid
as European Standard) described here above.
Water and sediment levels 0.1%, the maximum acceptable level of sodium in the fuel is
taken as 0.3 mg/kg assuming an equivalent 0.3 mg/kg is ingested with the combustion air.
This means that seawater contamination in diesel shall be reduced to approximately 25

mg/kg for gas turbine fuel. Water and sediment levels of diesel oil for diesel engines
should not exceed 0.1%.
Sulphur: 0.4% wt
In general, fuel characteristics shall comply with the equipment manufacturers fuel
specification, and any noted departure from specification requirements shall be submitted
for review.
3.2.1.2. Pressure:
Frequently the diesel oil end user has its own fuel oil pump to feed the diesel into the
burners/nozzles at the correct pressure to ensure satisfactory fuel atomization.
Generally these pumps will be fed from a surge tank to protect them from diesel
distribution system pressure variations as other system user’s draw off supplies.
The diesel oil distribution system needs to be able to supply these users at the correct
pressure with allowance being made for system pipe work pressure drops, static head
effects, treatment system supply pressures and pressure drops across treatment plant etc.
In order to ensure satisfactory performance the calculations shall take into account:
the system geometry and size of the piping runs,
maximum expected flow rates
draw-off points and ambient conditions (effective diesel viscosity),
if the lines are un-insulated/or not trace-heated, and
location / elevations of day tanks/end users.

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3.2.1.3. Temperature:
Low temperatures cause the viscosity of the diesel oil to increase or the diesel oil to
solidify when the temperature falls below its pour point.
If the diesel oil pour point is less than 10 °C below the minimum ambient temperature,
provision of diesel tank heaters and the insulation and heat tracing of exposed lines shall
be considered.
3.3. STRUCTURE OF A DIESEL MODULE (OFFSHORE INSTALLATION)
The following pages give the example of a PFD for a Diesel module.
The following equipment is generally present:
A discharge line (3"-6") equipped with a flexible connexion tube to the supply
boat.
A filter installed on the discharge line, generally of basket type.
Two horizontal cylindrical tanks of varying capacity depending on the equipment

to be fed.
A third "overflow" tank for the other two tanks, with less capacity, often between
50 and 100 m3.
Two centrifugal transfer pumps (one operating, the other on stand-by) to a diesel
processing unit.
Two Diesel processing units (one operating, the other on stand-by) purification by
centrifugation, eliminating solid particles and water droplets.
A tank storing purified Diesel prior to use by consumer’s equipment.
Two centrifugal pumps distributing to consumer’s equipment (one in service and

the other on stand-by).
A distribution network supplied by a manifold equipped with an ESDV which

closes in case of ESD1; excepted for the Firewater pumps keeping their diesel oil
supply from their individual tank to assume the Fire Fighting
Individual lines to the various users (offshore lines are equipped with motorised
Remote Operated Valves).

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Or
Centrifugation
Unit
Diesel Air Inst Com pressor

O verflow
Tank O ther consum ers
Figure 1 : PFD of a Diesel module
Training Support EXP-PR-UT080-EN

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3.4. FUNCTIONALITY OF THE EQUIPMENT IN A DIESEL MODULE
3.4.1. Availability and sparing
Fuel systems are designed to supply fuel to the user's combustion system at necessary
conditions, for allowing safe, reliable and uninterrupted combustion as required by the
process or utility unit.
Unless specified otherwise, the diesel oil system shall be designed for continuous
operation and an appropriate philosophy of component sparing shall be applied to achieve
the required availability.
Particular consideration shall be given to keep vital utility services in operation during
major plant emergencies. In some cases, this may result in diesel oil being used as a
second independent fuel backing up the normally used type of fuel, which can influence
the equipment sparing for each of the fuel systems.
The provision of a diesel oil system as a second independent fuel system may also be
considered necessary for other reasons, such as the need for a production facility black
start or the need to provide a lighter fuel oil to the user during start-up before switching to a
much heavier fuel oil.
Such a second system can also serve as a source of a suitable flushing medium for the
primary heavy fuel oil system.
3.4.2. Loading system
Boat loading station: Diesel is loaded onto an offshore facility from a supply boat at a boat
loading station.
The loading station will usually be equipped to also load other commodities, such as fresh
water, bulk cement, bulk barites etc., in addition to diesel oil.
There may be more than one boat loading station per facility to accommodate different
wind directions and currents.
The diesel shall be discharged from the supply boat to the platform by means of a flexible
hose stored on the platform (typically lowered by crane to the boat).
Delivery rates from supply boats vary, but as a guide 80-200m3/hr should be used for high-
demand platforms, 50-100 m3/hr for low-demand platforms.
Support de Formation EXP-PR-UT080-FR

Dernière Révision: 05/06/2007 Page 13 de 30
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3.4.3. Storage
The storage shall have sufficient capacity to allow continuous operation of the facility
during the phase of maximum diesel use for the maximum period during which supplies
may not be available.
Additionally, bulk storage allows entrained water to settle out (first level of diesel
treatment).
The minimum settling time allowed should be 1 day (10 days of normal diesel consumption
is normally used). Settled water should be drained regularly.
Offshore storage systems can be of the following type:
Atmospheric storage systems (leg can be used on steel jacket platform), where
diesel is stored at atmospheric pressure, and the transfer pump suction head is
provided by the static head of the diesel fuel itself.
Seawater displacement systems, where the diesel is effectively floated on

seawater within a storage cell. The driving head to feed the diesel to transfer
pumps is usually the static head provided by a column of seawater,
Pressurised air/gas displacement systems, where the diesel has a gas blanket
over it within the storage cell. The driving head to the transfer pumps is provided
by an increase in the storage cell gas blanket pressure.
3.4.4. Diesel Oil Treatment
It can be assumed that the water and sediment level of diesel oil entering the treatment
plant will not exceed 2% at any time.
Normally, after one day of settling in the raw diesel tank, the water and sediment level of
the diesel oil, even close to the bottom of the tank, should be less than 100 mg/kg if the
tank is designed to minimise mixing and the water is then drained off.
The two types of treatment are:
Coalescer filter: A filter coalescer is a two-stage separation device consisting of

a first stage coalescer and a second-stage mesh coated with a hydrophobic film,
which collects any water, which is carried over, from the coalescer.
Both elements are installed inside a single coalescer vessel.
The complete diesel coalescer package will also contain a pre-filter in a separate
vessel.
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The main advantages of a filter coalescer over a centrifuge are: it is smaller and
lighter, has no moving parts, requires minimum maintenance skills, needs no
power and costs less.
To offset this, solids contamination necessitates periodic replacement of the filter

elements, which must be stocked on the facility. A batch of contaminated fuel will
cause rapid increase in differential pressure requiring a frequent change-out of the
elements.
Centrifuge: a centrifuge separates water and solids from diesel with an efficiency
that depends on the density difference between the fluids/solids being treated,
particle size and continuous phase viscosity.
It is important to specify these parameters carefully to ensure optimum

performance of the centrifuge.
Treated oil and dirty water are continuously discharged, while solids collect in a
sludge space around the outside of the centrifuge bowl.
An automatic self-cleaning centrifuge package shall be specified, thereby

providing for solids discharge without stopping the centrifuge operation
The centrifuge is mechanically more complex than a filter coalescer.
It requires power, about 8 kW to 9 kW for 12 m3/hr capacity.
Its initial cost will be greater, its weight and footprint will be larger and it will
require a higher standard of maintenance than the filter coalescer.

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3.5. ONSHORE DIESEL FACILITY
3.5.1. Onshore storage systems
Onshore facilities requiring large storage capacity typically require a standard vertical tank.
For onshore facilities requiring smaller storage capacity a non-standard rectangular tank
may be considered.
3.5.2. Onshore Road tanker loading station
There will be different stand-alone diesel installations, but almost all will be single day
tanks feeding a dedicated driver.
Supply is from a road tanker located alongside the diesel storage.
At a relatively large and/or complex onshore facility, there may be one central loading
facility from which all diesel is distributed to bulk storage and/or individual day tanks.
This type of loading facility will usually be located in the utilities area, easily accessible by
road
The loading station is often equipped to load other commodities.
Delivery rates from road tankers are typically around 36 m3/hr.
3.5.3. Safety considerations
For the purposes of area classification, diesel oil may be considered as not giving rise to a
hazardous area, so that hazard zoning is not necessary for the surrounding plant provided
that the following two conditions are met:
The diesel oil will be handled below flashpoint,
The release of diesel oil will not be in the form of a flammable mist, spray or foam.
Where elevated temperatures or pressures may arise, e.g. due to the type of surrounding
plant, or where the surrounding plant itself gives rise to a hazardous area, the diesel oil
system components shall be designed as applicable to the hazardous area classification
requirements.
The requirements for the diesel oil system to be operational under the facility's emergency
conditions shall also be considered.

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A hazard source exists in handling Diesel, which is often forgotten: this refers to the
electrostatic behaviour of Diesel when transferred between the end of a metal tube and a
plastic container, depending on the duration of the transfer and the speed of the surface
molecules, a voltage will be created between the metal and plastic components and may
even cause a spark. Should the flash point (55°C) be unfortunately reached, the vapours
produced may inflame.
The following table shows the main physical characteristics of Diesel oil and the Safety
aspects.
Physical & Chemical properties

Chemical family for the cut C12-C22 aliphatic hydrocarbons
Physical properties at P0 & 15°C Liquid
Colour Grey/yellow
Odour Persisting characteristic
Distillation IBP: 160°C FBP: 385°C
TV 0 Bar g at 15°C
Flash point 55°C
Self-inflammation temperature ≥ 220°C
Explosiveness zone % volume 0.9-2.2%
Specific gravity ≈ 0.830
Safety aspects
Extinguishing agent CO2, dry powder, foam
Agent to be avoided H2O
Avoid the accumulation of electrostatic head
Handling
during container to container transfers
Inflammable when mixed with air vapours avoid transfers in closed unventilated rooms
Table 1 : Main physical characteristics and potential hazards existing for Diesel oil

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3.6. OPERATING PROCEDURES & PARAMETERS FOR A DIESEL

MODULE
3.6.1. Storage levels
Ensure that the main storage levels are higher than 50% to allow emergency equipment to
function (Generator, fire pump engines) for a period defined in applicable regulations for
the facility.
Check that indications are consistent for local LGs & LIs in the control room.
3.6.2. Pump operation
For regular testing of pumps, use the loop operation function for tanks with minimum flow
lines.
3.6.3. Operation of purification units
These units must be operated alternately.
With coalescer filters, monitor the value of the ∆P of the filter in service during transfers.
Never operate the two filters simultaneously to avoid the filters clogging at the same time!
With centrifugation units, check the appearance of waste water (if present), no traces of
typical hydrocarbon iridescence should be present.
This type of unit is started & stopped by a LIC located in the processed Diesel tank:
When the level reaches LSL, the unit starts.
When the level reaches LSH, the unit stops.
3.6.4. "Overflow" recovery tank
Regularly transfer Diesel from this tank to the processing unit.
3.6.5. Unloading of Diesel
When connecting the flexible to the boat:

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Before even starting to settle the connection, do not forget to connect the
equipotential line between the boat and the platform.
Place a recovery tank for drips at the connection point.
Execute nitrogen scavenging before and after connection (if this nitrogen facility
exists).
After unloading, the platform will stop the boat pump.

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3.7. EXERCISES
1. What is the flash point of Diesel oil?
2. What is the most hazardous component for Diesel engines? What precautions should
be taken to avoid the presence of this component in the equipment of a Diesel module?
3. What indicates that a coalescer filtering unit is saturated?
4. List the main users of Diesel oil in an "Oil & Gas" facility.

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4. JET-FUEL
4.1. REQUIRED QUALITIES FOR JET-FUEL
Out of all fuels used in internal combustion engines, Jet-Fuel is the one with the tightest
requirements and specifications. The slightest deviation cannot be tolerated from
specifications.
The main reason for these requirements is the safety of aircraft passengers & crews; A
turbine failure due to low-quality Jet-Fuel will almost systematically have tragic
consequences. If the fuel is not of adequate quality, all turbines on the aircraft are affected,
independently of their number
This particularly applies to helicopters which transport offshore personnel, e.g. in the North
Sea, in a winter climate. A failed turbine means a catastrophe.
All of these considerations require the application of "rigorous" specifications. An example

is shown below.
4.2. STRUCTURE OF A JET-FUEL MODULE (OFFSHORE FACILITY)
A module focusing on refuelling helicopters in Jet-Fuel is generally not extensive as it only

covers regular refuelling for the helicopter assigned to its facility and, exceptionally to
helicopters carrying personnel.
This justifies the low quantity stored on board - an average of 10 m3.
4.2.1. Storage
The Jet-Fuel is generally stored in two tanks for safety reasons or in case of contamination
of either tank. This also allows for the storage of a Jet-Fuel other than Jet-A1, if required.
Storage tanks are not part of the structure of the platform, but often consist of stainless
steel cylindrical containers attached to the cradle supports of the structure.
They are equipped with all connections required for refuelling.
Depending on their size, storage tanks are delivered ready-to-use to avoid contamination
in transfer lines or hoses, and are unloaded from the boat using a crane.

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Under normal circumstances, they must be maintained in an inert atmosphere and are
therefore connected to a nitrogen system. The injection line is equipped with an isolation
valve and check valve.
4.2.2. Fuelling pumps
Two small centrifugal pumps (one on stand-by, the other as a reserve) equipped with
suction particle filters are placed on the discharge collector of a coalescer of a few microns
(10) to stop small water droplets accidentally introduced in the Jet-Fuel.
When transferring Jet-Fuel to the helicopter tanks, the flexible filling connection is
equipped with a "gun" nozzle similar to those used at petrol stations, but specially adapted
for Jet-Fuel A-1, to ensure that it only fits with the Jet A1 connection for the helicopter.
The transfer pump is started with the catch on the gun, and filling is executed using the
trigger.

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Figure 2 : Example of an analysis certificate

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4.3. ORGANISATION OF A FUELLING OPERATION
This operation is entrusted to a technician responsible for all procedures concerning

helicopter movements on the platform. This technician is known as the Helicopter Landing
Officer (H.L.O.), and is generally part of the Safety department, has been specially trained
to handle the movements of these aircraft, and is aware of the action required for Jet-Fuel
to ensure safe fuelling.
When preparing to refuel a helicopter, the HLO verifies:
That the planned refuelling quantity is available in one of the two tanks. Should
this not be the case, the H.L.O. will transfer the additional fuel required between
the two tanks to avoid wasting time when refuelling.
Ensure that the two fuelling pumps are available.
Check that spare cartridges are available in the store for the coalescer filter(s).
Verify and prepare the circuit from the container to the filling nozzle.
Request the assistance of two firemen trained in handling light-hydrocarbon fires.
Place extinguishers near the helideck.
Wear safety protective equipment.
Check that the radio is in proper working order (using the frequency selected by
the helicopter).
Request confirmation of refuelling from the aircraft crew.
Only when all passengers have left the aircraft and when two firemen are placed
near to the exhaust of the aircraft turbines
Apply the fuelling procedure (a company form describing this procedure exists).
After the departure of the aircraft, or its complete stop, the H.L.O. may switch the
Jet-Fuel circuit to Safety stand-by mode.

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4.4. EXERCISES
5. What is the Jet-Fuel specification with the highest risk of stopping for aircraft turbines?
6. What is the most recent water prevention equipment installed for refuelling Jet-Fuel ?
7. Why is Jet-Fuel delivered to offshore facilities in stainless steel or aluminium

containers?
8. What spare equipment must be stored to avoid the interruption of fuelling?

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5. TROUBLESHOOTING
5.1. DIESEL
There is no actual "process" problem in a Diesel module; however possible operating

anomalies may arise in the centrifugation processing unit.
In this case, switch to the other unit and indicate the problem to maintenance.
If a tank reaches the LSHH during a unloading, the SDV on the discharge line will close
(inform the vessel).
5.2. JET-FUEL
Excepting the clogging of the coalescer filter or the stopping of a transfer pump, both of
which can be solved by the presence of spare cartridges in the store and a second pump
ready for service, the facility cannot be non-operational!

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6. GLOSSARY
LSHH = Level Switch High High
H L O = Helicopter Landing Officer
SDV = Shut Down Valve
I.B.P. = Initial Boiling Point
F.B.P. = Final Boiling Point
LSH = Level Switch High
LSL = Level Switch Low
DDP = Différence De Potentiel (électricité)

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7. FIGURES
Figure 1 : PFD of a Diesel module.....................................................................................12

Figure 2 : Example of an analysis certificate......................................................................23

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8. TABLE
Table 1 : Main physical characteristics and potential hazards existing for Diesel oil .........17

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9. SOLUTIONS TO EXERCISES
1. What is the flash point of Diesel?
The flash point of Diesel is 55°C, but a danger zone exists if 23°C is exceeded.
2. What is the most hazardous component for Diesel engines? What precautions should
be taken to avoid the presence of this component in the equipment of a Diesel module?
The component to be avoided with Diesel is H2O.

To avoid its presence in Diesel prior to delivery to users, you must:
Have a filter on the discharge line.
Decant tanks 24 hours after completion of the unloading.
Have a purification unit using either coalescer filters, or centrifugation.
Never operate the two coalescer filters simultaneously.
3. What indicates that a coalescer filter unit is saturated?
Its ∆P.
4. List the main users of Diesel oil in an "Oil & Gas" facility.
The back-up generator(s).

Diesel engine fire water pumps.
Diesel engine-driven back-up air compressor.
5. What is the Jet-Fuel criterion with the highest risk of stopping for aircraft turbines?
The presence of water, which, depending on the ambient temperatures at flight

levels, may freeze in the fuel circuits and stop the turbines (it has happened).
6. What is the most recent water prevention equipment installed for refuelling Jet-Fuel?
The coalescer filter mounted downstream from the fuelling pumps.
7. Why is Jet-Fuel delivered to offshore facilities in stainless steel or aluminium

containers?
To avoid contamination in traditional transport (truck + ship in standard containers).
8. What spare equipment must be stored to avoid the interruption of fuelling?
A set of cartridges for the coalescer filter.


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UTILITIES

DIESEL OIL AND JET-FUEL

Training Manual EXP-PR-UT080-EN

Training Manual EXP-PR-UT080-EN

The physical properties of Diesel oil and Jet-Fuel.

The risks incurred in handling these fuels.

Malfunctions caused by the presence of water in the fuel.

Precautions to be taken when unloading or transferring these fuels.

The functioning of Diesel oil & Jet-Fuel modules.

Training Manual EXP-PR-UT080-EN

Diesel fuel is used for operating:

Emergency power generators.

Diesel engines for fire pumps.

Back-up air compressor engine.

Fixed offshore cranes & powered onshore cranes.

Life boat engines.

Diesel engine vehicles.

Diesel is also occasionally used for other purposes, such as:

A solvent for corrosion inhibitors.

In line-filling during the pre-commissioning phase of a plant.

A solvent for drilling fluids.

A mud displacement fluid for starting wells.

In a diesel burner of the household waste incinerator.

Jet-Fuel is only used in helicopters transferring and picking up personnel

Training Manual EXP-PR-UT080-EN

National As per 98/70/EC

It is therefore essential to avoid the presence of water in the Diesel oil.

A large filter must be mounted on the discharge line.

Storage of Diesel in watertight tanks.

Regular draining of water, especially 24 hours after unloading.

Install a bleed at the bottom point when constructing the tank.

It is essential to install two types of filters at the transfer pump:

Potential risk of Diesel fuel: Electrostatic with/when transfers in plastic containers.

3.1. ASSESSMENT OF GLOBAL CONSUMPTION BY USERS

3.1.1. Diesel oil for gas turbines

(Mean specific gravity of diesel oil around: 0.830).

3.1.2. Diesel oil for fire water pumps

Two-fire pump diesel engine must be considered.

Design basis are provided and validated by Safety Department.

3.1.3. Diesel oil for emergency generators

Training Manual EXP-PR-UT080-EN

Safety department generally validates design basis.

3.1.4. Life boats and mobile equipment

3.1.5. Non-fuel diesel demand

Their frequency of operation is generally low.

3.2. REQUIRED QUALITIES FOR DIESEL FUELS

However, the temperatures in the GT combustion chamber reach approximately 1100°C

Contamination commonly arises during transportation and off-loading, particularly offshore.

Contracts and procedures shall be formulated so as to minimize this risk.

Training Manual EXP-PR-UT080-EN

Vanadium contamination can occur if diesel is transported in containers previously used

More sodium contamination can occur during transportation, particularly to offshore

Sulphur (S) 10g / kg x LHV / 42 680 kJ / kg

Vanadium (V) 0.5 mg / kg x LHV / 42 680 kJ / kg

Sodium plus Potassium (Na+K) 1.0 mg / kg x LHV / 42 680 kJ / kg

Lead (Pb) 1.0 mg / kg x LHV / 42 680 kJ / kg

Calcium (Ca) 2.0 mg / kg x LHV / 42 680 kJ / kg

Training Manual EXP-PR-UT080-EN

3.2.1.1. For diesel engines:

This means that seawater contamination in diesel shall be reduced to approximately 25

the system geometry and size of the piping runs,

maximum expected flow rates

draw-off points and ambient conditions (effective diesel viscosity),

Diesel & Jet Fuel

Diesel & Jet Fuel