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Performances, emissions from the gas turbine engine, and soot formations in diffusion flames of kerosene (Jet A1) and its mixture with 5% by volume bioparaffins (known as BK-5) are reported in the present study. A Rover 1S/60 gas turbine engine was used for recording performance parameters and emissions. Soot characteristics were investigated in smoke-free coannular wick-fed diffusion flames. This study is the next step that must be performed in the certification process of a new aviation biofuel before it is tested in the aircraft. The results show that BK-5 produced a similar performance against Jet A1. Throughout the whole power range under investigation, BK-5 emitted 3.4% NOx higher than Jet A1, while Jet A1 released CO and HC at the rates that are, respectively, 1.8 and 4.5% greater than its counterpart. The soot emissions from the BK-5 and Jet A1 were comparable across the measured flame height range. The results encouraged future studies to carry out the modern engine and flight tests. The production process for bioparaffins employed in this work has been demonstrated to be viable and appropriate for tropical developing nations. The current process should also continue to be improved by eliminating high-distillation temperature components in bioparaffins.

Diesel engine can be operated on either pure plant oil (PPO) oil or biodiesel. Biodiesel production process is expensive due to many stages of processes, while PPO has a lower cost of production, lower energy consumption, and simpler process. There are several potential biofuel resources in Indonesia such as coconut, palm, and jatropha. They are tropical plants with large amonts of their quantity. Experiment was conducted in 17 hours engine running test (endurance test) with various operating cycle conditions. Test fuels are pure coconut oil (PCO), pure palm oil (PPaO), pure jatropha oil (PJO), and diesel fuel (DF) as a datum. Each PPO blends with diesel fuel with composition 50%-volume. As a result, PCO has higher BSFC (10%) before endurance test in comparison with diesel fuel, also PPaO (13%) and PJO (27%) show a similar condition. Surprisingly, all PPO have BSFC almost similar with DF after endurance test due to decreasing of engine components friction. On the other hand, PPO produces more uncompleted combustion than DF. Phosporus content has major responsibility of deposit growth. PCO, PPaO, and PJO result more engine deposits in comparison with DF, which accounts for 139,7%, 232,9%, and 288,9% respectively. Based on wear analysis, PCO has the best antiwear property among test fuels, whereas the worst is DF.