The experimental and simulated performance of an Armfield CM4 turbojet engine was investigated for palm oil methyl ester biodiesel (PME) and its blends with conventional Jet A-1 fuel. The volumetric blends of PME with Jet A-1 are 20, 50, 70, and 100% (B20, B50, B70, and B100). Fuel heating values (FHV) of each fuel mixture were obtained by calorimetric analysis. The experimental tests included performance tests for Jet A-1 and B20, while the performances of B50 to B100 were simulated using GasTurb 11 analytical software. In terms of maximum measured thrust, Jet A-1 yielded the highest value of 216 N, decreasing by 0.77%, 4%, 8%, and 12% with B20, B50, B70, and B100. It was found that B20 produced comparable results compared to the benchmark Jet A-1 tests, particularly with thrust and thermal efficiency. Slight performance penalties occurred due to the lower energy content of the biodiesel blends. The efficiency of the combustor improved with the addition of biodiesel while the other component efficiencies remained collectively consistent. This research shows that, at least for larger gas turbines, PME is suitable for use as an additive to Jet A-1 within 50% blends.

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The purpose of this study is to investigate the design point performance of a custom engine via GasTurb software. In this study, a turbojet engine model is simulated without afterburners and limited to design point (DP) simulation at a speed of 15,000 rpm. The input parameters such as pressure ratio (PR) for the main components, the mechanical and burner efficiency, and isotropic PR for compressor and turbine have been identified for a custom engine as a design point. The results compared at different levels of the condition using GasTurb-13 and GSP-11 software. It was found that each software was able to provide similar results at various conditions tested. There are small differences in the values for the fuel flow and specific fuel consumption. Also, the same results were obtained at the baseline point. Furthermore, the heating value has a primary effect on specific fuel consumption. It was also found that the optimal thrust value was at 34.2 kN, and the best value for optimal specific fuel consumption was 20.9 g/kN.s. The main factors affecting biofuel properties are calorific value and viscosity. When the calorific value of the fuel is reduced, the thrust FN and specific fuel consumption increase. For example, Methanol and Ethanol recorded the highest amount of fuel consumption, which is 54.72 g/KN.s and 47.56 g/(KN.s), respectively. This is because they have the highest mass fuel flow ( 1.79 kg/s for Methanol, and 1.54 kg/s for Ethanol) than other types of fuel, while the mass fuel flow for green diesel (0.78 kg/s) was lower than other fuels, so its specific fuel consumption (22.11 g/(KN.s) was lesser than other fuels.