FINAL REPORT. Water Sensor Test. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 1 of 39

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1 FINAL REPORT Water Sensor Test Version: 2 Date: 19/05/2017 Bernhard Maedler Page 1 of 39

2 Page 2 Amendment Record Revision Number Revision Details and Date Received and Entered by 0 Final Report Bernhard Maedler DIA Summary, foreword etc. added plus minor corrections Bernhard Maedler DIA Amendments; editorial adjustments Bernhard Maedler DIA Amendments; editorial adjustments Bernhard Maedler DIA 143 Date 03/05/ /05/ /05/ /07/2017 Version: 2 Date: 19/05/2017 Bernhard Maedler Page 2 of 39

3 Page 3 Amendment Record... 2 VI. Foreword... 4 VII. Acknowledgement Introduction Invitation to the industry Purpose of the trial Test on rig Climatic Zones/Site Locations Applications... 8 Into-plane Timing Technology AFGUARD (AG) SLUGGUARD (SG) GAMMON PROBE (GP) Basic Requirements/Standards EI IFQP/IATA; LUFTHANSA Rig test Test Installation/Conditions Results System settings Rig Test Summary Field Test Sites Results per site A B C D F E Results Summary Experience about installation Experience offshore applications Discussion Reliability Ease of use Drift FAUDI Support System settings Conclusion Annexes Jet fuel test certificate Version: 2 Date: 19/05/2017 Bernhard Maedler Page 3 of 39

4 Page 4 V. Executive Summary In the industry there has been a desire to improve the grab sample testing by replacing the chemical water detector with inline mounted electronic sensors. Furthermore the exposure of operators to hydrocarbons during the traditional sampling method should be reduced by using sensors for continuous monitoring the water content in JET fuel. Sensors also can monitor the filter performance (water removal capability) and alert in case of a water slug. In the discussion around extended filter lifetime for FM the utilization of sensors will play a key-role. If the lifetime of FM can be extended the risk involved during filter change will be reduced considerably. Finally the smart deployment of sensors will have cost reduction effects. EI nd edition was published by the EI as a standard for electronic sensors to monitor free water and/or particulate matter in aviation fuel. Widespread use of sensors has not been made to date because the qualification process was not completed by the mandatory field test. In 2015 Shell Aviation took the initiative and in agreement with the EI a field test was started. This report is a summary of the tests including background information about the technology and test applications. In parallel a protocol for the utilization of a water droplet sensor fitted downstream of filters on a fuelling vehicle was developed. Recommendations for the system setup of a water droplet sensors are included as well. VI. Foreword This report has been prepared for Shell Aviation by Bernhard Mädler/Shell Aviation for internal information. It is intended to provide the industry with a condensed version of the report for the qualification process respectively sensor endorsement. Since the sensor is a safety critical equipment the qualification process for sensors shall be defined at highest level. The Shell Aviation field test is the benchmark. VII. Acknowledgement The author would like to acknowledge the following people who have been involved in the test work undertaken and supported the writing and editing this report: Matthias Aden Dennis Rainbow Steve Threadgold Phil Rugen FAUDI Aviation Flightline Support Shell Aviation Shell Global Solutions Version: 2 Date: 19/05/2017 Bernhard Maedler Page 4 of 39

5 Page Introduction In the aviation refueling industry the utilization of electronic sensors for continuous monitoring aviation fuel quality is not established. The industry is still using manual handled equipment for spot monitoring the quality of aviation fuels. In principle there are currently no doubts about the quality of aviation fuels, but Shell Aviation (SAV) is always looking for technology to improve the HSSE performance, improve process safety, reduce costs and disposal, increase efficiency and last but not least promote innovations. 1.1 Invitation to the industry During the Barcelona IATA meeting in 2015 SAV invited the industry to join the planned field test of water sensors for jet fuel delivery. Manufacturers of sensing equipment were asked to provide their equipment. In addition to the FAUDI AFGUARD water particle sensor we have received the FAUDI bulk water detector (SLUGGUARD) and a GAMMON probe for the detection of bulk water. No other equipment was offered. 1.2 Purpose of the trial SAV wanted to answer the following question which will arise in connection with the use of water sensing technology: Which type of sensor is providing suitable results? Where is the threat? Hydrant Operation: intoplane Depot: Product storage & into Hydrant Do the sensors give reliable results in all conditions/climatic zones? Does flow rate affect the readings? Does positioning in relation to pipe junctions and bends affect their use? Does valve closure affect readings (Cavitation)? Are there other features of continual monitoring that we need to be aware of? Are there ruggedness concerns with different environmental exposure? How does the technology function at different locations from depot via refuelling vehicle to aircraft? Is there a drift on the accuracy of the sensor? Is there any problem with the equipment (sensor, controller, etc.) over the time? How shall the equipment be used in real operations? What about the installation on existing and new equipment? To answer the above questions it was concluded to run a 12monthly field test under different climatic conditions and equipment applications. The field test should be preceded by tests on a rig to check the suitability of the sensors. Having the answers will help the industry form a view on both the applicability and the protocol around their use, which currently doesn't exist. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 5 of 39

6 Page Test on rig The test was executed on a rig for testing aircraft refueling vehicles with jet fuel. Figure 1: Flow diagram FLS test rig Rig features: l JET fuel (laboratory test certificate see annex 8.1) Achievable pump pressure: 9 bar Achievable flow: 4.000l/min Installation for water dosage (emulsified and bulk water): Container for 600l tap water Water Dosage pump for creating the water emulsion; injection point upstream the test rig pump; flow indicator in downstream connection to measure water dosage. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 6 of 39

7 Page 7 Figure 2: FLS test rig picture 1.4 Climatic Zones/Site Locations Aviation refueling fuelling is a global business. Any technology which is utilized shall work properly under all climatic conditions. Seasonal impacts shall not influence the performance of the equipment. Furthermore it is important to understand how the technology works on fixed and mobile installations. Therefore the trial was executed at the following climatic zones: Arctic/Cold Moderate Hot Tropic Version: 2 Date: 19/05/2017 Bernhard Maedler Page 7 of 39

8 Page Applications Since water sensing technology can be fitted in multiple applications the installations were planned as follows: Into-plane On hydrant dispensers the AFGUARD and SLUGGUARD sensor was fitted. AFGUARD downstream and SLUGGUARD upstream the FM. Depot In a depot three AFGUARD sensors were fitted; one sensor up- and one sensor downstream the Micro-Filter at the depot outlet; one sensor downstream the FWS before the fuel is going into the rail-tank loading gantry. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 8 of 39

9 Page 9 Bottom Loading In the bottom loading pipework on a refueller. Summary Site Installation AG SG Arctic/Cold Dispenser 2 1 Arctic/Cold Depot train loading station 3 Arctic/Cold Refueller 1 Moderate Dispenser 1 1 Hot Dispenser 1 1 Tropical Dispenser 1 1 Version: 2 Date: 19/05/2017 Bernhard Maedler Page 9 of 39

10 Page Timing The duration of the field test was planned for 12 month. Due to site specifics and availability of manpower the tests did not start simultaneously. In February 2017 all sites finished the field test. Below spreadsheet provides information per site: 2.0 Technology As described under item 1.1 Shell Aviation invited the industry to join the test. Below items provide a brief description about the device itself and the technology involved. 2.1 AFGUARD (AG) Name Description Functional Principle Approval Manufacturer AFGUARD Sensor for detecting EI 1598 FAUDI non dissolved fine Aviation/Germany Scattered Light free water droplets in Jet-Fuel Version: 2 Date: 19/05/2017 Bernhard Maedler Page 10 of 39

11 Page 11 Functionality: A precisely defined light beam penetrates the process medium (Jet fuel). Scattered light from water droplets in the medium is detected by photo diodes. It is also possible to determine a water slug in Jet Fuel. The sensor is tuned for fine water droplets in Jet fuel. Technical Data: Version: 2 Date: 19/05/2017 Bernhard Maedler Page 11 of 39

12 Page SLUGGUARD (SG) Name Description Functional Principle Approval Manufacturer SLUGGUARD Sensor for detecting bulk water in Jet- Fuel Dielectric frequency sweep modulation DNV Marine Approval; EN Railway 3A FAUDI Aviation/Germany Functionality: Based on the principle of phase modulation the sensor is tuned to identify larger amounts of water in Jet fuel. Technical Data: Version: 2 Date: 19/05/2017 Bernhard Maedler Page 12 of 39

13 Page GAMMON PROBE (GP) Name Description Functional Principle Approval Manufacturer Water Sensor for detecting GAMMON/ USA Conductivity Probe bulk water in Jet-Fuel Functionality: Based on the principle of different conductivity in different media the sensor is tuned to identify larger amounts of water in Jet fuel. Technical Data: Power supply: Output: IS rating: 24VDC relay NEMA Version: 2 Date: 19/05/2017 Bernhard Maedler Page 13 of 39

14 Page Basic Requirements/Standards Preferably components in the aviation fuel supply chain shall comply with applicable standards (e.g. EI standards). Such standards are set by the aviation industry and provide the test protocol for the experimental test. The device shall be tested first in a laboratory followed by the qualification process. The qualification process is arranged by the endusercommunity and shall be executed as a 12 monthly field test. To date only the EI nd edition covers the laboratory test requirements for electronic sensors to monitor free water and/or particulate matter in aviation fuel Furthermore EI1570 is available as a Handbook on electronic sensors for the detection of particulate matter and/or free water during aircraft refueling. Other standards cover the utilization of equipment. IATA-IFQP (IATA Fuel Quality Pool) LUFTHANSA Quality Assurance Manual Fuel 3.1 EI 1598 EI 1598 standard was initially written as a draft standard in 2007 when such sensors were investigated first. The document comprised a series of design and functional requirements for the use of electronic sensing technology in aviation fuel quality assurance during refueling. Only nd edition in 2011 provided the test protocols for the laboratory testing requirements. 3.2 IFQP/IATA; LUFTHANSA IATA/IFQP is talking in G about a Free Water Electronic Sensor CONTROL OF FUEL QUALITY & FUELLING SAFETY STANDARDS G Free water electronic sensor (Contamination detection) Where electronic water detection sensors are installed, the following requirements shall apply: The sensor shall be installed after filter qualified to EI1598 latest edition Installation and maintenance shall be done acc. Manufacturers requirements. Devices shall sound an alarm between ppm water. Devices shall stop fuelling above 30 ppm water The reset switch must be safeguarded and cannot be operated by the fuelling operator Version: 2 Date: 19/05/2017 Bernhard Maedler Page 14 of 39

15 Page 15 LUFTHANSA as aviation fuel customer is talking in their fuelling handbook about an electronic water and/or contamination detection device 4.0 Rig test 4.1 Test Installation/Conditions Test with water/jet fuel emulsion: 600l water container connected to water dosage pump; water dosage pump connected to pipework upstream the test rig pump Version: 2 Date: 19/05/2017 Bernhard Maedler Page 15 of 39

16 Page 16 Test water slug: different water volumes filled into the horizontal pipe section on the test rig upstream the hydrant pit valve Dosage point for emulsion pit 6 pipe for bulk Version: 2 Date: 19/05/2017 Bernhard Maedler Page 16 of 39

17 Version: 2 Date: 19/05/2017 Bernhard Maedler Page 17 of 39

18 Hydrant dispenser connected to the hydrant pit valve and the test rig System controller: Fitted in driver s cab; connected to AG and SG Version: 2 Date: 19/05/2017 Bernhard Maedler Page 18 of 39

19 Page 19 Date: Time/Weather: approx. 18 C cloudy humid Date: Time/Weather: approx. 14 C cloudy rain in the morning; 24 C dry in the Afternoon Water used for testing: Tap water (total amount approx. 600l) Location: Flightline Support/UK Participants: S. Threadgold; B. Maedler /Shell Aviation; M. Aden/FAUDI Aviation; Dennis Rainbow/FLIGHTLINE SUPPORT Test conditions: l JET depot was circulated for 45 min through a FWS at 839 USGPM Max. pressure depot pump: 9 bars FM on hydrant dispenser no ; make PECOFACET USGPM with position for 40 elements FG 230/6 VEEDER ROOT EMR 3 meter fitted on Hydrant dispenser All test done via double platform hoses Distance from dosage point to SG/AG: approx. 21m Distance from slug section to SG/AG: approx. 16m SG fitted upstream the FM AG fitted downstream the FM Test medium clear and bright; CWD negative Version: 2 Date: 19/05/2017 Bernhard Maedler Page 19 of 39

20 Page Results Water Emulsion Dosage of water upstream depot pump Flowrate 1.000l/min 1% (10l/min) dosage for 1 min ; 2% (20l/min) dosage for 1 min. etc. 1% water corresponds to ppm FM 10 elements fitted (30 element positions blinded) Dosage SG AG GP 1% 2% x 3% x 4% x 5% x x Result: SG responds when water > 5% is dosed AG is indicating increasing water content downstream the FM At 1% dosage the FM elements absorb all water At 2% dosage rates AG is indicating increased water content downstream the FM and triggered! If new elements are fitted the AG can see air bubbles. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 20 of 39

21 Page 21 Dosage of water upstream depot pump Flowrate 1.700l/min 5% (50l/min) dosage for 1 min 5% water corresponds to ppm FM 40 elements fitted Dosage SG AG GP 5% x x Result: Even at higher flow-rate SG responds when water > 5% is injected AG is indicating increasing water content downstream the FM Water Slug Settled water in horizontal pipe Flowrate 2.300l/min FM 20 elements fitted Volume of water SG AG GP 5l x x 10l x x x 20l x x x Result: SG responds when bulk water (5l is settled in a horizontal pipe) at picked up by fuel flow at a velocity of approx. 2,5 m/s AG is indicating increasing water content downstream the FM GP responds starting from 10l settled water. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 21 of 39

22 Page 22 Cavitation Deadman reactivation test In theory opening and closing the intake coupler could initiate cavitation in the test medium. Cavitation will initiate bubbles in the fuel which might be detected by the water droplet sensor as water. On the rig the dispenser was set under flow at approx l/min. Deadman was deactivated and activated 10 times and AG display monitored. No indication was observed. 4.3 System settings The following settings were used for the SG and AG: - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) - SG delay time: 1 sec. - AG delay 5 sec. Slug 2 sec. Detecting frequency 2 sec. 4.3 Rig Test Summary The rig test provided important results for the application of the sensors during the field test: The SG is suitable to be mounted upstream filters on mobile fuelling equipment to detect emulsified water in JET fuel at > 5% content. The SG was successful in detecting bulk water (see item 4.2) The AG is able to detect fine water droplets at very low level far below the detection level of the SG. Furthermore the AG is suitable to react on a water slug. The AG can detect air bubbles after filter changes. The GP detected water only during the slug test at higher level. 5.0 Field Test Second stage of the SAV sensor trials was the installation of sensors in various applications. The test was continued with the SG and AG sensor only. The GP was not considered because of the considerable lower sensitivity. In all test installations a blue lamp was fitted to indicate warnings or alarms. The sensing equipment was installed as stand alone equipment and not connected to deadman systems etc. The test should not disturb normal operations. At all locations the local team went through training on the equipment and on the utilization. In regular calls the locations were interviewed about their experience, findings etc. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 22 of 39

23 Page Sites Site Installation AG SG Arctic/Cold C Dispenser 2 1 Arctic/Cold B Depot train loading station 3 Arctic/Cold A Refueller 1 Moderate D Dispenser 1 1 Hot Tropical E F Dispenser 1 1 Dispenser Results per site A Application Equipment Number of operations Bottom AG loading 700 system Total fuel volume delivered m³ Range of flow rate Ambient Temperature -15 C/+30 C 1.500l/min Version: 2 Date: 19/05/2017 Bernhard Maedler Page 23 of 39

24 Page 24 The AG sensor was directly fitted into the bottom loading pipework of a 35m³ refueller. If water would come from the depot loading gantry it should be detected and indicated by the blue lamp. Increased water content during loading: The AG sensor indicated shortly after starting the loading operation increased water content > 50ppm. By restarting the loading operation the indication could be repeated. The high water content (hazy fuel) was verified by a CWD test. Further investigation on the fuel depot filtration identified MBG contamination. Cable failure Because the system has self-checking capability it can identify any system error or equipment failure. A cable rupture was indicated by the controller in the driver s cab. Further investigations identified a broken cable on the AG-sensor. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 24 of 39

25 Page 25 AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 5 seconds; Alarm level 30ppm Result: AG sensor in a bottom loading system on a refueller is a safeguard against fuel with water pumped into the tank on the Refueller. Problems with depot filtration could be identified immediately. Due to the high sensitivity of the AG sensor the water removal capability of the depot filtration is monitored. Even lower water contents below the CWD reaction level will be spotted. Self-checking functionality of the system confirmed B Application Equipment Number of operations Depot offloading/rail- 3x AG 12 month continuously tank loading Total fuel volume delivered m³ Range of flow rate Ambient Temperature 4.500l/min Version: 2 Date: 19/05/2017 Bernhard Maedler Page 25 of 39

26 Page 26 3 AG sensors were directly fitted into the 8 pipework on a fuel depot off-loading installation. One AG directly at the incoming pipework (fitted from below). The second AG upstream the FWS, 8m above sensor 1 and fitted horizontal) and the third AG downstream the FWS (fitted from top). In the control room a blue lamp was fitted to indicate water in the fuel. Sensitivity of the sensor to mounting position Even the first two sensors were fitted in different position (90 offset) both indicate the same water content (remark: measurement was taken with no filter elements in the Micro-filter). FWS performance Since the AG sensors were fitted in the depot it was possible to continuously monitor the water removal capability of the FWS. Over the time the removal capability dropped but CWD from downstream the FWS did not indicate critical levels. AG indicated 7,5 ppm water. The AG could indicate the effect of a filter change immediately. With new coalescer elements fitted the water level dropped down to around 1 ppm. AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 10 seconds; Alarm level 30ppm Result: AG sensor/s in a depot loading station is a safeguard against fuel with water pumped into the tanks of railcars. Problems with depot filtration could be identified immediately. Due to the high sensitivity of the AG sensor the water removal capability of the depot filtration is monitored. Even lower water contents below the CWD reaction level will be spotted. AG sensor is not sensitive to mounting position. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 26 of 39

27 Page C Application Equipment Number of operations Hydrant 1x AG; 1xSG Dispenser Total fuel volume delivered m³ Range of flow rate Ambient Temperature -15 C/+30 C l/min One AG sensor was directly fitted into the pipework downstream of a FM on a hydrant dispenser. One SG sensor was fitted in the pipework upstream the FM. The controller was fitted in the driver s cab of the hydrant dispenser. Near the operation stand of the hydrant dispenser a blue lamp was fitted to indicate alarm and warning. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 27 of 39

28 Page 28 Water Slug During early morning fuelling operation on the hydrant dispenser was hit by a water slug. The blue lamp came on and indicated increased level of water. FM elements blocked and they had to remove the hydrant dispenser from operation to fit new elements. The data stored in the controller were subject to further investigation. The above graph shows increased water around 15ppm (blue line) and increased differential pressure (green line) across the FM at the same time. The SG did not trigger. AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 2 seconds; Warning level 15ppm; Alarm level 30ppm - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) - SG delay time: 1 sec. Result: AG sensor in the pipework downstream the FM on a hydrant dispenser is a safeguard against pumping fuel with water into an aircraft. Due to the high sensitivity of the AG sensor a water slug, soaking the FM elements with water, can be identified. Due to the fact that the hydrant dispenser was operated over 12 month sometimes under severe wintrily conditions the water sensor system proofed its capability to be operated in cold climates. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 28 of 39

29 Page D Application Equipment Number of operations Hydrant 1x AG; 1xSG Dispenser Total fuel volume delivered m³ Range of flow rate Ambient Temperature -2 C/+25 C l/min One AG sensor was directly fitted into the pipework downstream of a FM on a hydrant dispenser. One SG sensor was fitted in the pipework upstream the FM. The controller was fitted in the driver s cab of the hydrant dispenser. Near the operation stand of the hydrant dispenser a blue lamp was fitted to indicate alarm and warning. Condensed Water If a hydrant dispenser is parked overnight inside the filter vessel fuel will cool down and free water will settle in the intake- and outtake section of the filter vessel. Even if the morning filter drain is done some water will still stick to the filter vessel surface inside the vessel. During first fuelling operation this water will be flushed out. Even it is a minor amount the AG sensor indicates increasing water content for a short period of time. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 29 of 39

30 Page 30 Sensor Accuracy over the time After 10 month the AG sensor was removed and send to FAUDI test laboratory for checking the sensor accuracy. It should be demonstrated that the sensor is still measuring the same. After 10 month the sensor accuracy did not change. Cable failure Because the system has self-checking capability it can identify any system error or equipment failure. A cable rupture was indicated by the controller in the driver s cab. Further investigations identified a broken cable. AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 2 seconds; Warning level 15ppm; Alarm level 30ppm - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) - SG delay time: 1 sec. Result: AG sensor in the pipework downstream the FM on a hydrant dispenser is a safeguard against pumping fuel with water into an aircraft. Due to the high sensitivity of the AG sensor even condensed water from inside the filter vessel is identified by the AG sensor during first fuelling operation in the morning. The sensor has no drift and provided exact data over the entire test period. Selfchecking functionality of the system confirmed. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 30 of 39

31 Page F Application Equipment Hydrant Dispenser 1x AG; 1xSG Number of Total fuel volume Range of flow rate Ambient operations delivered Temperature 30 C/34 C l/min m³ One AG sensor was directly fitted into the pipework downstream of a FM on a hydrant dispenser. One SG sensor was fitted in the pipework upstream the FM. The controller was fitted in the driver s cab of the hydrant dispenser. Near the operation stand of the hydrant dispenser a blue lamp was fitted to indicate alarm and warning. AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 2 seconds; Warning level 15ppm; Alarm level 30ppm - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) - SG delay time: 1 sec. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 31 of 39

32 Page 32 Result: AG sensor in the pipework downstream the FM on a hydrant dispenser is a safeguard against pumping fuel with water into an aircraft. During the entire test period there was not a single failure on the water sensor system identified. The system proofed its capability for tropical climate E Application Equipment Hydrant Dispenser 1x AG; 1xSG Number of Total fuel volume Range of flow rate Ambient operations delivered Temperature 11 C/49 C l/min m³ One AG sensor was directly fitted into the pipework downstream of a FM on a hydrant dispenser. One SG sensor was fitted in the pipework upstream the FM. The controller was fitted in the driver s cab of the hydrant dispenser. Near the Version: 2 Date: 19/05/2017 Bernhard Maedler Page 32 of 39

33 Page 33 operation stand of the hydrant dispenser a blue lamp was fitted to indicate alarm and warning. AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 2 seconds; Warning level 15ppm; Alarm level 30ppm - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) - SG delay time: 1 sec. Result: AG sensor in the pipework downstream the FM on a hydrant dispenser is a safeguard against pumping fuel with water into an aircraft. During the entire test period even under extreme high temperatures there was not a single failure on the water sensor system identified. The system proofed its capability for hot climate. 5.3 Results Summary Below table is a summary of all field test installations plus a list of specific results from different sites. Application Equipment Number of Total fuel volume Range of flow rate Ambient operations delivered Temperature Bottom AG m³ -15 C/+30 C loading system l/min Depot offloading/rail l/min 3x AG m³ -10 C/+25 C 12 month continuously tank loading Hydrant 1x AG; 1xSG m³ -15 C/+30 C l/min Dispenser Hydrant 1x AG; 1xSG m³ -2 C/+25 C l/min Dispenser Hydrant 1x AG; 1xSG 30 C/34 C l/min Dispenser m³ Hydrant 1x AG; 1xSG 11 C/49 C l/min Dispenser m³ Item 5.2.1: AG is able to identify increased water content during bottom loading Item 5.2.1: AG system is self checking/monitoring and can identify cable failure Item 5.2.2: AG is not sensitive to mounting position Item 5.2.2: AG can monitor FWS performance Item 5.2.3: AG triggers during water slug Item 5.2.4: AG can measure condensed water from a FM filter vessel Item 5.2.4: AG sensor has no drift Item 5.2.4: AG system is self checking/monitoring and can identify cable failure Version: 2 Date: 19/05/2017 Bernhard Maedler Page 33 of 39

34 Page Experience about installation In general the installation of AG and SG sensors is not a real challenge. For new installations and new vehicles it shall be part of the original project planning. Hence it will be incorporated into the layouts right from the beginning. Retro-fitting the sensor technology is also not really difficult but needs some preparations in advance. Here a list of actions required: Identification of the installation which is subject to the retro-fitment Clarification on suitable power supply piping material flow meter output signal necessary hot works Execution of preparation works Welding of sockets to pipework Cablework Installation Test run Staff training Experience from field test shows that retro-fitting a hydrant dispenser can be managed in two phases. All necessary preparations will take approx. 3 days followed by one day for the final installation. In addition to the sensors and controller from FAUDI it is strongly recommended to use other critical electric interfaces from FAUDI as well. Solenoid valves, relays etc. need to be of suitable quality and performance to achieve the required performance level of the entire installation. For fixed applications the effort for retrofitting varies depending on the complexity of the existing installations. 5.5 Experience offshore applications AG sensor technology is deployed on offshore installations for JET fuel since 7 years with success. The sensors are used to identify water in sampling systems and downstream filter vessels. Offshore applications are operated under severe conditions such as high humidity, salty/corrosive atmosphere, cold and hot ambient temperatures. To date the sensors work without any problem. Currently approx. 25 sensors are fitted in offshore installations. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 34 of 39

35 Page Discussion 6.1 Reliability During the entire test the AG and SG sensor including controller did not fail. More than operations were conducted and the sensors exposed to approx m³ JET fuel under various flow conditions. The system has proofed to be operated under different and extreme climatic conditions. 6.2 Ease of use The system is operating in the background and does not need any involvement from the operator. In case the system triggers, on the controller the relevant information is displayed and will guide the operator. If a sensor is changed there is no complicated process involved. Therefore the planned annual exchange of the sensor can be managed by local maintenance staff easily. FAUDI is requested to develop a Tester which shall be used whenever a sensor is changed. The tester shall simulate a signal from the AG sensor to proof the entire system for proper function. Since the AG will see air bubbles from new filter elements a filter exchange mode shall be developed, which must be activated on the control unit. The filter exchange mode shall be utilized as functional test of the entire system. AG manufacturer s recommendation for an annual sensor exchange shall be followed. 6.3 Drift The test should bring more experience about the long term reliability of the sensor technology. Post the test we can state that the AG sensor itself does not indicate any drift (see item 5.2.4). 6.4 FAUDI Support The rig tests were supported by FAUDI staff. They joined all tests and did the necessary adjustments on the system parameters for the following field tests. FAUDI did join all installations at all test sites. The wiring and system commissioning was conducted by their engineers. Furthermore they trained the local staff. Any technical support required during the entire test period was provided. Shipment of parts to the test sites was arranged by FAUDI. 6.5 System settings The following system parameter settings are recommended: AG System settings: - AG delay 5 sec. Slug 2 sec. Detecting frequency: 2 seconds; Warning level 15ppm (<10 sec.); Alarm level 30ppm (>10 sec.) or slug alarm (>5 sec.) SG System settings: - SG hysteresis at 0% (62,0% setting for JET-Fuel; 61,6% setting for water) Version: 2 Date: 19/05/2017 Bernhard Maedler Page 35 of 39

36 Page 36 - SG delay time: 1 sec. The controller shall log over 3 days the average water content of all fuelling operations for calculating the trend. All fuelling operations (red/green) shall be logged between filter change intervals. 7.0 Conclusion The FAUDI AG and SG sensors are robust devices which have proven their suitability for operation in fixed and mobile JET fuel handling installations over 12 month time. The advantage of the AG is its capability to indicate fine droplets of water in Jet fuel at a very low level. The AG detects water contamination which previously was not visible. The deployment of the AG sensor can reduce the traditional sampling activities considerably. This will also reduce the exposure of staff to hydrocarbons. The AG sensor technology is continuously monitoring the performance of FM and FWS. This is the technology which is needed to possibly extend the lifetime of FM with the agreement of the industry. To ensure sensor performance the AG manufacturer s recommendation for an annual sensor exchange shall be followed. Application of a SG sensor on hydrant dispensers upstream a FM or FWS is a safeguard against water slug (> 5% water in fuel). The SG is not suitable to monitor filter performance. Fitting sensors to depot installations and generating information like on mobile installations is possible. Following the positive tests Shell Aviation will recommend equipping their vehicles with the AG sensor technology, where it makes economic sense. The test installations will remain in operation and the trial continued until further notice. Together with the report a sensor utilization protocol shall be presented to the industry. Version: 2 Date: 19/05/2017 Bernhard Maedler Page 36 of 39

37 Page Annexes 8.1 Jet fuel test certificate Version: 2 Date: 19/05/2017 Bernhard Maedler Page 37 of 39

38 Page 38 Version: 2 Date: 19/05/2017 Bernhard Maedler Page 38 of 39

39 Page 39 Version: 2 Date: 19/05/2017 Bernhard Maedler Page 39 of 39