PROD TECH

Handover

Date: 19th September, 2016

Going Off: Daniel Akubilla Coming On: Campbell Peter Saar

Welcome back Saar!

It has been busy as usual. Below is what has been going on in general but please see each are section for
detailed information.

We have commenced production of the following Wells:

EN02-P (Currently producing approximately 10,000 bbls/d)

EN05-P (Currently producing approximately 5,300 bbls/d)
EN08-P (Currently producing approximately 5,000 bbls/d)
NT01-P (Currently producing approximately 0 bbls/d)
NT03-P (Currently producing approximately 10,000 bbls/d)

Apart from Water Injection (see water injection section) and Produced Water we have most of the plant
online, by-passing the MF Separator and Desanding Hydrocyclone. Most of the vessel levels arent
calibrated and are a mixture of %BOV, %BTL, % or MM both on the ICSS and locally. The Instrument
Department are investigating/repairing this. Chemicals are online to the plant and RO Package (see
Chemicals Sections).

A RO Membranes feed forward to the Fresh Water tank or can be diverted overboard through the Fresh
Water Bunkering Station where the bunkering hose has been removed and manual valve feeding overboard
is gagged back to allow us enough back pressure to enable us to keep the RO package running, whilst also
providing enough pressure for water supply to hose pipes throughout the plant.

B RO Membranes feed forward to provide Dilution Water to the Treater Vessel during periods when
methanol or salt levels are high.

Violia were offshore as Tullow have paid for a Care Package for a few months to ensure that the SWT
package doesnt give us too many issues. They were on standby at Takoradi due to lack of bed space for
about a week. We have had issues whereby pumps such as the FLC Feed Pump, COT Pumps and Cooling
Medium Pumps spuriously trip when online. We have also had issues whereby we could not start various
pumps such as the SWL Pumps, etc. We suspect that these issues were caused by communication problems
from ABB to MCC. This is currently under investigation/repair by the Electrical Dept.

All the GTGs can run on fuel gas, however D GTG is unavailable as we are awaiting spares and although it
is available, A GTG still has a crack in the lube oil tank.

The ECU is online working correctly at the moment.

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If changing over FLC Pumps remember to change the discharge drain valve flange where required. The
Denco bottles are now in place on all 3 pumps.

We still have only two Instrument Air Compressors but we now also have a Temporary Deck Air
Compressor at 7P Laydown Area if more air pressure required. It is now common practice to start the Deck
Air Compressor prior to starting GTGs so the purge does not flatten the air system. The Mechies normally
start this but our guys are also trained up to start it. However, a HOT Work PTW is required to start it so it is
advisable to have one ready and waiting should you need to start it on night shift in a hurry.

The TEG System is now online but the TEG seems to be contaminated with Diesel. The particulate filters
are becoming clogged but we only have enough for two more change outs so use sparingly.

We have test ran A/B MPGCs and had a few issues (see Gas Compression Section). The commissioning
strainers in the suctions/discharges have been removed in A/B MPGCs. There are also some pressure design
specification issues that are currently being discussed at a higher level.

Man Turbo are currently offshore to commission the Gas Compressors.

We now complete and submit a midnight report of the plant rates, etc. on a laptop that is situated in the CCR
and connected to PI. This is still evolving and we are constantly questioned on various miscalculations or
asked for specific information about individual Well rates that the report is supposed to generate. The
information that we provide is generated from the difference in Tank dips provided by the Marine Dept.

We also have to complete a Wells/Flare/GTG rates hard copy data sheet at 05:00 hrs every morning, which is
situated in the CCR.

There have been various issues with metering since we have been online. Emas Metering Tech is offshore
investigating/repairing these issues as best he can.

TURRET/SUBSEA
We currently have the FLC flow routed down Riser 4 at 50m3/hr and EN02, EN05 & EN08 Wells flowing
up Riser 5 to topsides. We also have 70m3/h from the FLC routed down riser 20 at 70m3/H and NT03
well online, coming up riser 21 to topsides.

We have been working with subsea routing the LP methanol to AMON-P (to pressurise and send
methanol down the AMON line to the Wells) and also routing the AMON to flare to depressurise the
annuli.

There have been two bad methanol leaks Inside the TUTA cabinet, one on TUTA 1640 on the HP
methanol where it enters from the bulkhead into the cabinet. This was plugged as this TUTA is
currently not in service.

The leak in TUTA 1620 was on the LP methanol line coming through the bulkhead where it just enters
the cabinet. These leaks were initially indicated by a rise of level in the turret drain tank, as the inside
of all the TUTA cabinets drain to this tank.

Water Injection Risers 22, 9 & 8 FIC's FV-13-3302, FV-13-3202 & FV-13- 3402 are hand-jacked to fully
open position by the Instrument Department. THESE ARE TO BE LEFT OPEN AS PER PROD
SUPERINTENDANT'S INSTRUCTION. (EX rating issues).

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 08 September - EN-08 well brought online and flowing to Riser 5 to HP production header.

06 September - EN-05 flow transferred from Riser 5 to Riser 4. Still coming out on Riser 4 going to
production manifold to HP separator.

05 September - NT-03 well brought online flowing to Riser 21 and going to production manifold to
HP separator. NT-01 shut.

02 September - Isolated ESDV-13-3101 on Riser 18 for actuator replacement

01 September - NT-01 brought online flowing out from Riser 21 going to production manifold to HP
separator.

31 August - Ntomme Riser 20 and 21 lined up and started hot oil circulation through FIC-13-0202
for opening NT-01 well.

23 August - ENO5 Well brought online.

ENO2 and ENO5 are flowing out from Riser 04 going to production manifold to HP separator.

Low Pressure inhibits are there for Riser 04, Riser 05, Riser 20, Riser 21, Multi-functional Header
and Production Header along with SSIC.

Turret HPU pumps should always be in auto mode and must be reset after an ESD

Turret Swivel HPU must immediately be given reset after an ESD.

After an ESD, remember to close riser choke valve to be able to reset riser ESD valves PSD alarm in
the cause and effects.

While instrument was working in the Water Injection Flow Valves, All Flow Valves on MF manifolds
fail to IOP and now with deviation alarm, MV is 0% but valve fully open outside. This tripped our
Flow line Circulation pump, Instrument attended FV-13-0203 and FLC pump started.

Maximum allowable temperature of a riser during hot oil circulation is not to go above 90 degree C
as per production superintendent.

E- house HVAC to be put back immediately after power outage due to temperature will rise at SPCU.

GTGs

A GTG Available Online on fuel gas

B GTG Available Online on fuel gas
C GTG Available Although sometimes tripping on High Vibration during
start.
D GTG Unavailable Electrical repairs ongoing/Awaiting spares

The fuel gas system has now been brought online and we have been running all GTGs on fuel gas.
Have had some issues with A GTG changing to liquid fuel due to high FG temperature, but this was

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not from our end as our temperature was around 50 degrees, possibly a faulty transmitter probe at the
turbine.

Due to high air demand on GTG start up for purging, the maintenance department have been bringing
on the deck air compressor to help maintain instrument air pressure. We have been shown how to start
this in case of a complete plant shutdown, so the Maintenance Supervisor is the one to ask to show
you how to do this.

Make sure that HM water is circulating through the WHRU for whichever turbine is going to be started.
Otherwise WHRU internal coils are getting too hot to put water into them. After a Power loss
(PSD/ESD) 3 essential generators are required to enable HM pump start. Ask electricians to start a 3rd
Generator.

Any issues associated with GTGs like closing of purge valve to motors should be coordinated with
electrical department. No actions are to be taken by production department with anything associated
with the Power Turbines. Consultation with Electrical should be done first.

Please be reminded that on GTGs fuel gas system, START UP MODE fuel gas system PI-45-0211 low
pressure trip is at around 30 bars. NORMAL MODE fuel gas system low pressure trip is at 41 bars. Be
careful on which mode to select.

02 September - GTG-A automatic fuel changed over from FG to liquid. As per Electrical due to FG
high temp or Instrument faulty reading. Happened again twice on different occasions.

31 August - GTG-A/B/C on board running on FG.

24 August - GTG-D start via fuel gas system test run carried. Started on fuel gas, change over to
liquid and vice versa was carried out. Successful

23 August - ESD2 was activated due to a confirm fire indication on GTG-C and water mist released.
Later investigation found that it was due to a faulty card.

22 August - GTG-C successful test run on gas fuel for a couple of minutes. Tried to run again later
but tripped on vibration issues.

Temporary Diesel Filter connected to MDO GTG filter A. MDO filter B on standby. This was carried
out due to non availability of MDO filter element.

GTG-D test run on liquid fuel without loadok.

All WHRU are line up.

Temporary Diesel Filter connected to MDO GTG filter A. MDO filter B on standby. This was carried
out due to non availability of MDO filter element.

MDO supply pressure control valve PV-62-0104A and return control valve PV-62-0104B are both in
auto. Only PV-62-0104B is controlling the MDO pressure and set point is at 2.5 bars. PV-62-0104A
Set point is the MV output of PV-62-0104B. At the moment, set point of PV-62-0104A is at 65 % and
this is the sweet spot. This set up prevents the two controllers from behaving erratic.

FUEL GAS SYSTEM

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The fuel gas system has now been brought online and we have the capability to run all GTGs on fuel gas.

31 August - GTG-A/B/C on board running on FG.

31 August - FG Super heater change over from E-4504B to E-4505A, after installing repaired PSV
on HM line on A. Both FG super heaters TCV are working in Auto.

Fuel gas is now feeding to LP/HP /SS flare headers.

Fuel gas to pilot flare is now line up and operating in auto.

Fuel gas system pressure is currently at 34.5 bars on the HP side and 5 bars on the LP side.

SEAWATER LIFT
A SWL Pump Available - Online
B SWL Pump Unavailable Couple of small commissioning jobs being done
today (see shift log), then OK to run
C SWL Pump Available Online

Spec range: chlorides below 200 ppm, nitrites - below 500 ppm, pH=8.5-10.5

The Seawater Lift Pumps have been relatively trouble free this trip. The pipework on the minimum flow
lines of A and C pumps have been changed out for new SS pipework and B will be done when
operations allow.

Hypo to the offline pumps is to be closed, and dosed for an hour once a week, as per recommendation
from the Lab Tech. Hypo content of SW to the system is currently ok and has been so for a continuous
period of over 2 weeks the way it is currently set up.

The ECU has been running since you left with a couple of minor issues. The inlet flow XV on A train
went into fault and caused the unit to trip. The instrument dept. rectified this issue.

B train has not been available due to no comms with the rectifier in the field. It is getting power from
the MCC but the HMI panel locally at the transformer has no power. This happened a few trips back and
Yang from commissioning fixed it. It was a breaker at the unit. This has been passed on to the
electrical Dept. If it is not fixed maybe chase it up with them so we have two trains available.

6 September - Unable to start SWLP P-5010A and C from ICSS. MCC not receiving start command
from ABB panel. Under investigation.

01 September - SWL pump A and CMP B pump tripped for no obvious reason.

SEAWATER INJECTION SYSTEM

Water Injection Booster Pumps
A Water Injection Booster Pump Available Vibration alarms on start-up
B Water Injection Booster Pump Available
C Water Injection Booster Pump Available

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 Water Injection Pumps
A Water Injection Pump Unavailable See below
B Water Injection Pump Unavailable See below
C Water Injection Pump Unavailable See below

As you know, when you left there were issues with the PSVs. There is a standing instruction in the CCR
of the process to prime the PSVs before start up. We were priming them, blocking them in, and
pumping them up to 250 bar with a tangy pump through the blank port upstream of the inlet to the
PSV, with the upstream block valve closed. On starting the pump, the PSV upstream valve remained
closed, and slowly cracked open when the pump was running.

B pump was online and running Ok until a drain flange on the GRE pipework came off during
operation.

We then went onto A pump which was also running ok until an incident in which an upset in the
system caused to minimum flow valve to open so much that the force blew the GRE pipework off on
the overboard line. This pipework is now to be replaced with steel and some of this GRE pipework has
already been removed.

The blank flange that blew off was plugged and we then tried another start up on B WI pump. During
two attempts the pump tripped on HH discharge pressure. Upon investigation, it was found that the
valve stem was not attached to the valve internals and it had somehow become detached. A WI
minimum flow valve was also inspected and it appeared to have the same problem. We currently have
two options. The first is to wait on new minimum flow valves before we can do anything more with WI
the system. The second option is being discussed at a higher level whereby we will be able to start
without the dump valves with the aid of a design/procedure change.

Water Injection Risers 22, 9 & 8 FIC's FV-13-3302, FV-13-3202 & FV-13- 3402 hand jacked to fully
open position by Instrument Department. TO BE LEFT OPEN AS PER PROD SUPERINTENDANT'S
INSTRUCTION. (EX rating issues).

Water Injection pump B FV broken.

Water injection pump A dump GRE damaged.

Water injection pump C dump FV broken and GRE pipe damaged.

Water Injection pump A/B main and bypass pressure valves air supply increased to 6-7 bars as per
required.

Flow and Pressure set points for each pumps varies according to the most optimum operating
parameter for each pump. This set points should not be change for each pump unless advice by
engineering team.

24 August - Started WI pump B but trip on HI pressure at 403 bars FV-29-1003 failed.

26th July - Run on SWI pump C down hole, 15 min ran well. Then instrument air tubing broke off
the actuator on FV-29-2009 minimum flow valve, slamming the valve open, in turn disconnecting 3
joints down stream on seawater fibre glass line.

Discharge PSV-29-2001 also found to be lifting.

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SEAWATER TREATMENT
DA Tower Available - Online

D/A Tower Vac Pumps

A D/A Vac Pump Available - Online
B D/A Vac Pump Available

R/O Feed Pumps

A R/O Feed Pump Available Online
B R/O Feed Pump Available - Online

R/O Cartridge Filters

A R/O Cartridge Filter Available Online
B R/O Cartridge Filter Available - Online

R/O HP Pumps
A R/O HP Pump Available Keeps tripping on VFD issue
B R/O HP Pump Available - Online

R/O Membranes
A R/O Membranes Available
B R/O Membranes available

ECU Available Online

A Air Blower Available
B Air Blower Available - Online
A Pump Available - Online
B Pump Available
A Generator Available Online
B Generator Unavailable Issue with Local panel offline

We are currently having a few issues with the RO Package. A HP Pump keeps tripping due to problems
with the VFD. The Electrical Dept is investigating this. The RO Membranes shutdown on 10th September
due to communication issues with HDMI. The PLC connection was lost to ICSS. A Violia Technician was
flown out to investigate this.

A Membrane is now online, however the Violia Technician advised he is unable to investigate B RO
Membrane issue any further without a 4 clamp-on flow meter which seems to have been misplaced
and nobody can find it. This is required to determine if the flows being transmitted from B RO
Membrane feed, product and reject lines are accurate. He states that they are not showing the
required 100m3/hr flowrate. He is unwilling to flow B RO Membrane without this information as he is
concerned that it could damage the membranes. MV21 are supposed to be lending us their clamp-on
flow meter imminently so that we can carry on with our investigations.

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New transmitters have been fitted to the DA tower and there is a lot less discrepancy now between the
local level, and the level shown on the ICSS. The ICSS still reads slightly higher as it takes into account
the level from the bottom of the vessel. This system had been running well and the only issue is with
C water injection booster pump which still has vibration issues.

Both RO trains have been up and running for the last few days previous to the above-mentioned
shutdown. When they are up and running there are not too many issues, other than when one of the
trains shuts down or trips causing upsets to the other online train due to the fact that they share
common header supplies from the HP pumps. To get around this, on start up or shut down of either RO
train, we have been suppressing the HH and LL flow trips until either unit has shut down or the flows
have stabilised.

A RO train is online and currently feeding the utility points on topsides, the pressure control for this
is via a manual valve on the port FW bunkering station which allows the water to flow overboard via a
hose. Care has to be taken with this system due to the fact that if the pressure gets to high we could
potentially pop a bursting disc on the RO unit.

When B train is online it is used as dilution water feeding to the Electrostatic Treater Vessel to wash
out excess methanol and salts in the oil due to start up methanol injection.

The ECU package has been online constantly using A Generator and running well. However B Generator
is unavailable due to the local panel being powered down. The Electrical department have been
informed and the investigation is ongoing. Blower flow issues were resolved when the flame arrestor
was loosened and wire brushed.

26 August - DA Tower new level transmitters installed now working ok.

B RO membrane has been feeding forward to Electrostatic Flash Vessel. Ensure all valves fully open
before feeding forward. Wash Water heater FV should always be fully open on manual as FIC not
working.

A RO membrane has been feeding forward to engine room water tanks. Make sure all valves are
fully open (PV and SDV) before start up and confirm with engine room line up is ok. After starting
RO, pressure control valve can be put to auto and at set pressure of 4 bar.

COOLING MEDIUM
A Cooling Medium Pump Available Online - NDE Seal leak
B Cooling Medium Pump - Unavailable DE Seal leak Available later today
after electrical inspection
C Cooling Medium Pump - Available Trips on high vibration

Spec range: chlorides below 200 ppm, nitrites - below 500 ppm, pH=8.5-10.5

Cooling Medium has been steady all trip apart from the fact that we have been having spurious trips on the
pumps that we seem to be related to the suspected ABB to MCC comms issue mentioned in the summary at
the beginning of this handover. When we restart a cooling medium pump it tends to trip the COT pumps.
This is currently under investigation by the Electrical Dept, but we could do with with ABB coming out to
carry out investigations really.

The Cooling Medium Tank also seems to be dropping by approximately 3% per day. Investigations carried
out but cannot find any leaks, PSVs passing or drain valves open.
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The heating and cooling systems are dosed using pump P-4297 and as there is no tank for the corrosion
inhibitor for dosing the heating and cooling system. A hose has to be connected to the pump suction and
placed in the corrosion inhibitor barrel, and also a hose returning to the drum from the recycle line. The XV
must be opened to the desired medium of which you want to add chemical. Chemical PPE must worn during
this procedure.

We currently have the Process Cooling Medium/Seawater Exchangers A & C online and B offline with the
Cooling Medium and Seawater Discharge Valves shut. The exchanger should be swapped on routine
schedule.

Cooling medium pump C was stopped due to high vibration alarm received in the ICSS and
abnormal noise observed in the field. Investigation ongoing.

Note for the future, LL pressure in CM tank trips SWI & CM pumps, and LP,MP,HP,IG compression.

Sea water/ cooling medium exchanger cooling medium flow control valves fine tuning carried out
and are now operating in auto.

HEATING MEDIUM
A Heating medium Pump Available Online Primary seals leaking
B Heating medium Pump - Available Primary seals leaking.

Spec range: chlorides below 200 ppm, nitrites - below 500 ppm, pH=8.5-10.5

The Heating medium system has been running through the WHRUs on the online turbines with
relatively no issues, the only issue comes if the pumps trip and the HM pumps are not started
immediately. We have had problems with various pumps tripping off the board for no obvious reason
on several occasions, sometimes several pumps at once. It is suspected that this is an ABB fault. The
Electrical Dept. is currently investigating this.

We had a trip on the pumps where we could not start the heating medium pump quick enough which
caused to coils to boil off the water, producing steam. This seems to be a particularly problem if C
WHRU is online, as the dampers still seem to pass when they are at 0% open. This caused issues with
water hammer and excess pressure reaching the HM header tank. We managed to get this back online
by having an operator on the tank opening the bypass PCV line to depressurise the HM vessel to flare
as the 1 PCV line could not release the pressure quick enough at 100% open.

It is essential to start the heating medium pump before starting any GTGs other than D GTG if
electrical department allow, avoiding flashing off water vapour to the system.

After a pro-longed shutdown, it may be required to open ARVs on all users to prime/vent the system,
and then close again.

Motor Start and Stop problems from ICSS are now resolved. No problem for the last two weeks
when starting HM from ICSS.

All WHRU are now online. WHRU A and B are working fine. Fine tuning was carried out for the
dampers and is controlling the temperature ok.

Various commissioning strainers have been removed among the consumers.

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 The primary seals on HM pump appear to be leaking as when we tried to pressurise the seal pot
system, they would not maintain pressure, indicating leaking seals.

FLOWLINE CIRCULATION PUMPS

A Flow Line Circ Pump - Available Seals under repair
B Flow Line Circ Pump Available Online Seal pressure slowly dropping
C Flow Line Circ Pump - Available

We have had issues on the FLC pumps with them tripping due to an electrical issue, as mentioned in
the initial summary of this handover. It is not clear whether it was the actual FLC motor or the feed
pump motor tripping that is causing the FLC Pumps to trip.

All flowline circ pumps will be available after the seal repair to A FLC Pump is complete. We have been
rotating between these pumps throughout the trip. We still have to swap the blind drain flange
between the discharge SDV and the manual valve on the discharge line of the pumps, as we still only
have 2 out of 3 flanges in place. Denco bottles are now in place on all 3 pumps.

The FLC heater and cooler are both online and we are routed through these. However when starting a
pump, we have been opening the bypass of the cooler to around 15%, which allows the minimum flow
a route back to the tank, as the pump starts with the minimum flow at 100% open. Once the pump is
feeding to the turret, this bypass can be slowly closed.

The FLC Heater bypass is currently closed however was opened previously to optimise a combination of
sufficient suction head pressure to the FLC Pumps and also allow the recirculation temperature flowing
back into the Risers to 90 dc.

We have been getting low suction pressure due to the suction strainers becoming clogged on all 3
pumps, the commissioning mesh has now been permanently removed from A and C FLC pumps.
B strainer mesh will also be getting removed when operations allow.

A FLC pump to be the least priority in operation. The reason being is to preserve the suction strainers
so that it is always available when only running on essential generators.

06 September - FLC C P-1310C suction strainer commissioning mesh removed.

04 September - FLC A suction strainer commissioning mesh removed.

Suction strainers frequently being blocked due to dirty diesel, monitor the suction pressure diligently.

All Flow Line Circulation pumps has drain end flange therefore no need swaping from the
unavailable pump.

Before asking the Electrical for reset make sure UCP reset is also done in the panel up the E-house.

Temperature set now at 90 degree C to attain the same arrival temperature at riser 04.

Charlie is currently on line now

Start up procedure in start up file for feed pumps and pumps

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OIL SEPARATION
All separators came online fairly well with no notable issues. One small problem we had was the gas
outlet SDV-20-0108 from the HP Sep and the gas outlet SDV-20-0411 from the MF Sep had leaking
valve cavity plugs. This was rectified. Keep an eye on these plugs and grease fittings on all the live
valves on the plant, as there have been a few valves leaking.

The reading on local Level gauges on all Separators is to be taken in percentage by the Outside Techs.
They have marked the Level Gauges correlating to the actual level with reference to the %BOV of the
vessels.

We had minor issues with interface levels on the Electrostatic Treater. This was caused by the diesel in
the vessel causing the Oil/water interface to be off. We tried to raise the interface level to send some
of the diesel forward but its hard to tell if this has worked or not. There is no issue with this when the
dilution water is on, as the dilution water goes to the Treater Pumps, but when the dilution water is off
we were getting a diesel/crude mix going to the Electrostatic Treater Pumps. We were sampling this at
the discharge of the Treater Pumps to verify what is leaving the Treater.

B Crude Oil Transfer pump suction strainer commissioning fine mesh screen was removed and is now
lined up and available.

Sales Oil Cooler B TV-20-2108 D/S block valve 2021-042 is 7 % open to maintain Sales Oil Cooler
temperature to 48 50 deg C. The commissioning strainer has also been removed.

28 August - E-2060A sales oil cooler commissioning strainer removed on oil side.

HP Separator water side level faulty, outside level 20 % and ICSS reading over range high alarm.
Pressure control valve to flare is still slightly passing after being attended by commissioning.

MF Separator PV to flare still badly passing after being attended by commissioning.

Crude transfer pump B is now online after seal barrier system job carried out. Pump A on standby

Commissioning Oil strainers at the Sales Cooler A and B are now removed. Faulty cooling medium
TIC at Sales oil cooler B has now been attended. Sales Oil Cooler B is now online.

OIL EXPORT OVERVIEW page on ICSS is now available on FPSO OVERVIEW. All resets and
needed process flow diagram for starting up the Crude Transfer pumps are found in this page.

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PRODUCED WATER SYSTEM
A Electrostatic Treater Water Pump Available
B Electrostatic Treater Water Pump - Available

We are currently routed from the Electrostatic Treater Pumps through the Skim Vessel, Skim Vessel
Pumps, bypassing the Desanding Hydro-cyclone, going through the De-oiling Hydrocyclone to the
Flotation Cell, then into the Off-Spec Tank. Due to 0.1% water cut from the Wells, we have only been
running the system when using dilution water; otherwise there is not enough water to operate the
system.

ICSS PRODUCED WATER OVERVIEW page is now available on FPSO OVERVIEW.

Electrostatic Treater Pumps motor start and stop now ok. Recycle valve FV-20-1301 still on manual
as fine tuning is not yet carried out. Currently at 40% open.

Electrostatic Vessel water level controller LV-20-1202 now in auto and working fine.

Skim Vessel water level controller LIC-44-0313 working in auto fine. Oil outlet valve SDV-44-0309
with faulty feedback and oil level transmitter LIC-44-0308 with IOP fail.both faulty
instrumentation being attended by commissioning.

Skim Vessel pump working fine and now online. Discharge high-high pressure trip has been attended
and raised to 14.4 bars. Recycle flow valve FV-44-0506 is also working fine and now on auto.

Floatation Cell level control has now been attended by commissioning. The LIC-44-0910 is now
reading water level and LIC-44-0907 is reading oil level. As of the moment the water outlet is
being controlled by LV-44-910A on manual mode going to off-spec as it is still to be tuned.

Wash Water heater commissioning mesh strainer was removed from the heating medium side and
now heating ok As of the moment FV has to be fully open and SDV open before feeding forward
water from the RO membrane B to avoid back pressure at the membrane.

Produced water system was run and commissioned. RO Membrane train B fed Electrostatic Flash
Vessel down to Electrostatic Treater. Water was moved forward by means produced water pump to
Skim Vessel, bypassed desanding hydrocyclone, bypassed deoiling hydrocyclone and Floatation Cell
and routed overboard. Level indication issues on LIC-44-0910 led to inability to control overboard
discharge. Apart from that all good and quite successful.

AIR COMPRESSORS
A Air Comp Available - Online

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 B Air Comp Available - Online
C Air Comp Unavailable Bearing seized
D Air Comp Unavailable Bearing seized
Deck Air Compressor Available Hot Work PTW required to put online

Not too many issues with the two available IA compressors this trip. When they have been available they
have ran OK. We struggle to maintain air pressure when starting a GTG as previously mentioned, and also
we cannot run both Nitrogen generators as the IA comps cannot cope with the air demand, therefor we lose
pressure in the instrument air receiver.

IA and UA Receivers moisture blown down. IA receiver no moisture but UA receiver moisture
present. To be blown down or regular basis

Deck temporary diesel instrument air compressor is now available. Operated and maintained by
mechanical, can be use as back during low instrument air supply at the header especially when
coming out of power outage.

Instrument air header PALL-63-2005 A/B/C start up override timer was increased to 480 mins.

Air pressure unstable only running on 2 comps.

Have agreed to have 2 on after a trip as we have less than an hour to get second one running before
trip on low instrument air pressure.

Because of this issue they need to start GTG D first after a trip as per the PLAN, to get WHRU on,
have been unsuccessful yet after numerous attempts.

NITROGEN
A N2 generator Available Stand-by
B N2 generator Available - Online
A N2 Compressor Available - Online
B N2 Compressor Available Online

Nitrogen Generators have had no issues this trip aside from the HIGH DP alarm on PDI-64-0110. We are
only running one Nitrogen Generator at the moment because we have limited air with only two compressors
online. Please keep an eye on the oil levels.

REFRIGERATION
This system is still not in use. The drains in the bund area around this skid are blocked and there has been an
oil spill from the compressor. When it rains the oil spills out onto the surrounding module decks making the
area extremely slippy so take caution. A Wilden pump is required to pump out the oil/water in the bund.

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 On the Refrigeration system, Weld crack on pipe on drain valves downstream of PV-25-1121 for V-
2522, investigation ongoing.

Refrigerant charged to the system and commissioning ongoing.

There is a leak on one of the refrigerant oil separator pumps hence the resulting continuous oil
spillage to the plat form. Also the flange on the drain beneath the skid had loosened bolts so I fixed
them and currently under observation.

TEG SYSTEM
A TEG Recirculation Pump Available Requires test run after recycle valve
FV-24-2701 sticking at 60% open was repaired
B TEG Recirculation Pump Available

Process gas is lined from the Separators to the SKO Drum through the B train vessels, to the Gas Filter
Separator into B TEG Contactor, then on to B TEG Coalescer, by-passing the MPGC Suction Scrubber
A, and into the HP FG Scrubber. From the HP FG scrubber it is currently routed through A FG
Superheater onto A FG Filter into the HP Header which supplies the LP Header.

A Contactor condensate side level keeps coming up when we leave this to level control in Auto. It is
suspected that the TEG is badly contaminated with Diesel, and it is separating in the Contactor. Currently we
have filled the regeneration system with fresh glycol and will circulate through the contactor and coalescers
back to the system and then to closed drain for cleansing.

We are currently running through both A & B TEG Particulate filters but there are no filters in B. The filters
have been changed out thrice this trip and we only have 7 filters left so rather than use these with
contaminated TEG a decision was made to remove the clogged filters and leave none in B. TEG Particulate
Filters have the fresh filters in.

The nitrogen line that was previously used to pressurise the vessel has been removed and we now have the
system operating with LP fuel gas.

2 September - Stripping gas lined up to Reboiler and FV is opened on manual at 3.7%.

'1 September - TEG Flash drum V-2450 condensate bucket drained to 16% and sample checked,
suspected diesel contamination on TEG system.

The reflux Temperature control valves TV-24-2101 A/B to the still column are now on auto.

Temperature of the reboiler to be maintaining preferably at 200 degree C and not to exceed 204
degree C.

Glycol Circulation Pump A circulation valve FV-24-2701 is stuck at 60% open. Currently, TEG
Circulation pump B is running going to TEG cooler A.

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 Glycol inlet to contactor A SDV is leaking so during normal checks you can take a look at it.

Both contactors with TEG to around 6% to remove some TEG from the system as all vessel levels
were too high, however A Contactor was filled with TEG during the valve routing for the N2 Gross
Leak Test. The TEG manual inlet valve to the Contactor has now been shut again.

Prior to start up, the TEG pumps both were found to have water in the Oil sumps and had to be
drained, flushed and refilled. Good point to keep in mind when starting any pumps or units that have
not been run for a while.

TEG PUMPS Start ok, requires Min/flow v/v shut to approx. 70% to pass LL pressure trip then put
in auto.

GAS COMPRESSION

The Man Turbo vendors have been on this whole trip preparing the gas compression trains for operation, and
also changed out contaminated seals.

A/B MPGCs have been line walked and are currently being test ran. Both MPGCs have tripped on Motor
overcurrent a few times and also tripped on high discharge and seal gas temperature as well as a couple of
other things. However, we are making good progress. A and B MPGC has had the surge mapping tests
carried out and testing of this compressor is now complete other than the logic tests, which cannot be done
until a resolution to what pressure the compressors are to be set at is decided. Both compressors have run
constantly on recycle continuously well in excess of an hour. We are able to start testing the HPGCs

HPGC and IGC both have boundary isolations in place and work to repair/clean the seals and nitrogen
system due to diesel contamination is still ongoing.

08 September - MPGC-B compressor first start attempt tripped on over current suction pressure at 25
barg. 2nd attempt started successfully, run for 1 hr. Suction pressure at 24 barg feeding forward via
HPGC suction scrubber PV-23-5919 valve to SS HP flare. Tripped on Lube oil HH temperature.

07 September - MPGC-B ESD test carried out. MPGC-A compressor suction strainer commissioning
mesh removed.

MPGC-A compressor start initiated. First and third attempt, MPGC-A tripped on over current signal
from MCC. 2nd attempt tripped on HH discharge temperature set at 98.8 deg C.

7/9/2016 MPGC- A purged, isolated and suction strainer was removed and cleaned.

06 September MPGC-A compressor start initiated. First and third attempt, MPGC-A tripped on over
current signal from MCC. 2nd attempt tripped on HH discharge temperature set at 98.8 deg C.

ALL MP/HP/IGC compressor alignment now completed. Suction and discharge spools pressure
testing completed. Isolations are still in place.

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 IGC A/B seal system has diesel contamination via nitrogen system.

Due to incident with diesel ingress on the Nitrogen system, the nitrogen supply header spool to the
compressors has been removed and blanked to protect the compressor seal system.

FLARE KO DRUM
A LP Flare KO Drum Pump Available
B LP Flare KO Drum Pump Available

LP KO drum levels calibrated and should give enough healthy suction head for the LP drum drain
pumps not to trip prematurely on low discharge pressure.

Pilot Igniter A and B tested and now working. Pellet ignition also tested and working ok. If fails to ignite
exist on the pilots, switch off and on the knob to reset. Pilot On indication should be healthy.

SY 43-4123 Air valve is closed inside the cabinet for the ballistic system

Fuel Gas supply to pilot is now lined up and PV-43-4104 A/B both in auto. In case of ESD, SDV -43-
4106 should fail to open and supply pilot gas from propane bottles.

LP KO drum pumps orifice plates investigating not getting enough discharge pressure supplied by
pumps.

LI-43-2001 inhibited as changing its value from low to high all the time causing SDV-43-2024
(emergency dump) OPEN/CLOSE all the time. Now instrument department investigating (13.06.16)

CHEMICALS
LP Methanol
A Pump - Available
B Pump Unavailable PSV & PCV passing
C Pump Available

HP Methanol
A Pump Unavailable No suction pulsation dampener
B Pump Available

We have had various issues with the HP and the LP methanol pumps. Mainly PSVs and PCVs leaking. We
were also struggling to get the required discharge pressures with the LP Pumps. Most of these issues have
now been dealt with apart from B LP Pump and A HP Pump, as seen on the Pump Status above.

The gear box on A LP pump was found to be running extremely hot and was topped up with oil.

Due to the fact that there have been several leaks on the pulsation dampers, PCVs and PSVs on this system
we have had somebody standing by at all times when we have been operating the pumps.

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The PCVs were passing on the HP and LP pumps and we could not control the discharge pressures, as too
much methanol was flowing through the PCV and returning to the tank even when the PCV was fully
closed. This is still the case with B LP Pump, which is isolated awaiting spares. The mechanics have fixed
the PCVs on A and C LP Pumps and they are now available.

On the LP pumps we have been trying not to use the regulators to adjust the discharge pressure, using the
stroke rate % on the pump heads instead. This hopefully will prevent us damaging the PCVs again. This
method seems to have been working well.

HP pump B is available but HP A is isolated due to a damaged pulsation dampener being removed. This
is also awaiting spares.

We had a methanol leak on the HP supply at the 1640 TUTA but the Tullow Subsea guys repaired this and
service tested it so this is now back online and available.

We currently have antifoam (oil), Corrosion inhibitor, Demulsifier (oil) and also OXY SCAV (water)
chemical injection pumps running, with flow rates as per the new board in the CCR.

Currently injecting corrosion inhibitor subsea

Currently injecting oxygen scavenger to the Sea Water Treatment

Currently injecting Demulsifier and Antifoam to the HP separator system. Faulty flow transmitters
has now been attended.

Oil Antifoam pump B motor not available to be swapped.

LP and HP methanol pumps are now in operation.

Biocide pump P-4221 not electrically available. Being attended by Electrical

Methanol tank volume calculations as per percentage and vessel height table available and can be
found on the H external drive on CCR computer and a hard copy on the CCR read file folder.

Commissioning of the chemical pumps now completed. Points to point checks have been completed
on the chemical injection lines. The fluid leak checks are now being carried out and have been
completed on the following systems:

Biocide (oil)
Biocide (water)
Oxy Scav
Biocide (water)
Demulsifier
TEG
CM/HM Corr. INH
Antifoam (water)
Polyelectrolyte

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 Oxygen scavenger to be injected into DA tower, through SDV-42-1717, different than showing on
ICSS. Pump A (DUTY) start initiated but MTM answerback time exceeded and B (STDBY) started
instead. It happened on different chemical pumps as well (for example TEG pH buffer).

Biocide to diesel tanks and off spec tanks carried out.

ANY OTHER VAILD INFORMATION:

30 August - Level 3 PSD due to HH Level on LP Separator. Crude Transfer P-2055B pump tripped at
the same time when starting CM P-4020B pump. Under investigation.

29 August - ESD 2 activated from CCR after Confirmed Gas on 1P from IG venting.

27 August - Level 3 PSD (SWLP, Cooling Medium pump Heating Medium pump and FLC pump trip
)

Crude Transfer pump trip and PSD 3 hi level in LP Sep.

Water Injection Risers 22, 9 & 8 FIC's FV-13-3302, FV-13-3202 & FV-13- 3402 hand jacked to fully
open position by Instrument Department. TO BE LEFT OPEN AS PER PROD
SUPERINTENDANT'S INSTRUCTION. (EX rating issues).

Now that the process is live, it was reiterated to us the importance that we complete our daily
readings before we commence any non-urgent jobs at the start of our shift

Mid night run down to be taken for Lab Tech each night. (See Brown for instructions how to do this)

Various transmitters are reading different in the field than what they show on the ICSS in the CCR
due to calibration issues. This is also happening due to different medium in the vessels that would
normally be inside. Just to be aware of this. Had a couple of issues this trip with various transmitters
having different readings.

A Start reset procedure folder has been made up for all plant that is running, please add to or edit
these procedures as you or your operators see fit to make an easier transition between shifts.

Equipment availability now on CRO LOG, please updated status on regular basis

For DBB isolations the bleed element of the isolation must be marked on the ICC as a bleed point
and put in the closed position when operator is not in the area. The tag is looped over the bleed
handle to allow operators to verify the isolation valves are not passing. Double block must be
verified first before bleed can be left in the closed position. As per isolation procedure

Interlock system fixing/re-setting ongoing. Relevant information passed to commissioning,

maintenance and production departments

A Crude Oil Heater E-2015 is under isolation as was leaking (source of HM leak). It is being
repaired by mechanical techs. 8 plates were changed and torqued back up. Ready for service test

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 All unnecessary inhibits are removed from the systems. Any remaining inhibits must be with SSIC
and registered.

Alarms on Turret barrier system High pressure and High torque, vendor have been notified and
service request has been done. Vendor onboard.

Turret pressure testing completed. Multiple leaks found on Topsides ESDVs. Photos on the
Common Drive.

Subsea HPU system is charged and in commission.

Ntomme and TNAG all hydraulics and comms are ACTIVE

Ntomme, Enyenra (OIL) and TNAG All Lines pressure tested from baseplate to TUTA Panel using
50/50 MEG

Methanol displacement carried out on various subsea jumpers and trees.

Commissioning have lined up the Refrigeration System and performed a successful leak test
however one of the pumps are leaking.

Passwords for most of the screen in the CCR and out on the field are in the Reading File and on the
CCR USB.

Some Interlock systems have been found to be wrong, Sample point valves in wrong position,
missing keys, to many keys and no interlocks on PW PSVs. Andy has emailed commissioning to
sort out.

The Inergen System is live to the E-House, Emergency Generator Room and the Marine Switchboard
Room. Detailed write-up of system placed in the CCR Reading File.

Fire Water pumps are all available. AFT FWPs should be selected as duty unless due to operational/
maintenance requirements

Remember Success and glory comes not to those

who try to impress to achieve it but those who work
hard, diligently and in a team devoid of selfish
interest.
Also Note no work is so important that it cant wait to
be done safely. Work safe bro and return to your wife
safely

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