IF YOU CAN GIVE JUST LITTLE BIT MORE ABOUT THE WELLS COMPONENT I MEAN, IF ITS GAS WELL YOU CAN GO FOR COLD VENTING WITH LIGHNING ARRESTOR, REGARDING RELIABILITY ONLY INSTRUMENT AIR OR PLANT AIR CAN'T ASSURE IGNITION, ALSO DURING BLOWDOWN WHOO KNOWS IF PILOT FLAME IT SELF GOES DOWN ?
LOTS OF OTHER THINGS MATTERS LIKE HPKOD EFFICIENCY, PILOT CONDITION ETC. ALWAYS HAVE A BACKUP PLANS LIKE LPG CYLINDER, FLARE GUN, PORTABLE AIR COMPRESSOR ETC.

BEST WAY IS TO GO THROUGH THE API 521 - WHICH WILL GUIDE YOU HOW MUCH YOU CAN COLD VENT THE GAS.

IF ANY WHERE I AM WRONG PLEASE CORRECT ME.

Flare ignition reliability using an electronic system (spark type) depends on several factors being the most important the appropiate selection of the system. There are many proprietary designs that could be chosen but for your application an electronic system with flame detection by flame ionization is the best option. Of course the reliability can be improved by using several spark generators (or if there is flammable gas available, several pilots properly arranged to minimize wind effects). Famous and experienced brands as John Zink, GBA Corona or others can quote you a proper design for your application.

Would an auto relight pilot/ignitor system work here?

I am looking for a sub concractor that can built a flare-chaff dispenser / magazine that made from composites material for aircraft?

any recommendations?

Pilot gas is ignited using a short (10cm) sparking electrode. Pilot flame monitoring is via ‘air ionisation’ and is detected using the same circuit as for ignition. The base of each Flare Pilot is fitted with a stainless steel extension piece to take the ignition cable / pilot electrode connection out of the zone of Intense Flare Radiation. The control panel can be provided in CS, SS, GRP for indoor / outdoor, safe and hazardous area usage. This is a proprietary design and the ignition system would have to be used in conjunction with our Flare Pilots.

Flare system subsistence is incidental very expensive. Astonishing flare failure is serious. The flare system cannot be maintained when in service and on most systems will require a complete production shutdown to change out flare components, thus costing a minimum of three or four days loss in production, or during a planned shutdown the flare maintenance is often on the critical path. Thus it can be seen that if improvements in flare system prolongation can be achieved, the industry’s desired aim of CO2 reduction through reduced flaring may be paid for by maintenance improvement. This is the target to be achieved. In today’s technology there are complete flare systems available that approach zero flare solutions. These systems cannot remove the basic need for an emergency flare as a final safety device, but can and do offer real cost and conditions benefits at extinguishing or managing the flare in daily use.

it is an unmanned riser platform and no instrument air is onboard.

After implementation of the ignition system, ONGC will be able to reduce the additional amount of gas being flared to keep the flare alive and recover the same. It is envisaged that this additional gas recovered will be able to support the cost of the system and will be recovered within 6 months of operation.Norinco Pvt Ltd were instrumental in introducing state-of-the-art Flare Ignition System from Vetco Gas Technology AS to the leading oil and gas sector company ONGC in India.

There are companies which are dedicated to the continual research and development of flare pilot, and pilot ignition system technology for various industries. These are safe and reliable pilot and ignition systems, which include our patented flame detection and auto re-ignition, that can challenge the most difficult applications.

Analysis of elevated flare ignition and resulting pressure wave generated as a function of ignition delay and flow rate.

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