Fuel chemistry. Measured performance. Airline collaboration.

Compliant Jet A-1.
Engineered for
cleaner combustion.

tLCAF™ brings together low aromatic content, sulphur engineered below 15 ppm and strong lubricity. Explore the TERC test evidence and discuss a route to commercial supply.

Explore the test results ↓Discuss commercial samples
ASTM D1655DEF STAN 91-091Jet A-1 · NATO F-35

Fuel-specification compliance confirmed by DM-XTech. Comparative emissions testing is a separate programme.

01 / THE FUEL

Cleaner combustion starts
with the fuel.

A practical proposition for airline procurement, engineering and sustainability teams.

DM-XTech confirms that tLCAF complies with ASTM D1655 and DEF STAN 91-091 for Jet A-1, corresponding to NATO fuel designation F-35. The product is engineered to combine low aromatics and ultra-low sulphur with the lubricity needed for its intended aviation application.

We are ready to undertake production under an agreed Product Offtake Agreement, with supply specifications, volumes, batch-release documentation and delivery terms agreed with the customer.

Discuss an offtake agreement →
LOW AROMATICS

8.5 vol% reported

Versus 19.2 vol% in the tested Jet A-1 baseline. The laboratory's reporting-range qualification remains applicable.

ULTRA-LOW SULPHUR

Engineered below 15 ppm

A DM-XTech product-design specification, documented separately from the APU emissions results.

ENGINEERED LUBRICITY

Without reliance on sulphur compounds

Strong lubricity without adding lubricity improvers containing heteroatoms.

02 / THE EVIDENCE

A visible difference.
A transparent basis for comparison.

TERC's programme investigated the emissions performance of tLCAF. The supplied APU charts show lower particle number and mass concentrations in both tested modes. Final numerical evaluation and uncertainty assessment remain pending.

INTERACTIVE / COMPARE THE EVIDENCESee the difference

Select a measure and operating condition to compare the tested fuels. Conventional Jet A-1 here means the specific laboratory baseline, not every Jet A-1 supply.

Aromatic content · vol%

Reported FIA values
Conventional Jet A-1 baseline 19.2 vol%
DM-XTech tLCAF test sample 8.5 vol%

Common scale starts at zero and ends at 20 vol%.

55.7% lower reported aromatic content10.7 percentage points lower than this baseline.

January FIA results: 19.2 versus 8.5 vol%. The LCAF value carries the laboratory's reporting-range qualification. January samples have not yet been linked to the March APU fuels. This is a composition difference, not an emissions reduction.

What is being compared?

Aromatics are reported FIA values. Particle values are approximate readings of normalised charts, with the corresponding Jet A-1 baseline set to 100. Gas values are the report's uncorrected concentrations. No uncertainty intervals were supplied. Measures are not interchangeable, and no combined emissions score is calculated.

Sulphur below 15 ppm and engineered lubricity are DM-XTech product declarations. Comparable baseline measurements were not supplied, so no numerical sulphur or lubricity comparison is plotted.

Why low aromatics matter

Explore the science connecting fuel chemistry, soot, contrail ice and climate.

Scientific context · not a tLCAF flight result

From fuel chemistry to contrail climate effects

Click each step to explore the mechanism. This diagram is conceptual; it does not predict a tLCAF contrail reduction.

Lower aromatics

Low-aromatic, hydrogen-rich fuels can reduce soot production in comparable engine conditions. Fuel composition and combustor design both influence the outcome.

Established flight evidence

Voigt et al., Communications Earth & Environment (2021) reported 50–70% reductions in soot and ice number concentrations for the low-aromatic sustainable fuels studied, together with larger ice crystals. This supports the mechanism, but the fuels and cruise-engine tests differ from tLCAF's APU campaign. Those percentages must not be assigned to tLCAF.

A short-lived warming effect, with near-term mitigation potential

Persistent contrails can spread into contrail cirrus. They reflect sunlight and trap outgoing heat; their aggregate climate effect is warming, although individual contrails differ. They generally last hours, sometimes longer, rather than behaving like a medium-lived greenhouse gas. Reducing warming contrails offers near-term climate benefits alongside long-term CO₂ reductions. See DLR's flight-research explanation.

Why fewer soot particles does not mean no contrails

Formation and persistence depend on temperature, humidity, engine conditions and the surrounding atmosphere. Substantial aircraft contrail formation at low soot emission levels, Nature (2026) shows that contrails can remain substantial at low soot levels; low sulphur can reduce ice particle numbers in that regime, while organic constituents and lubrication-oil vapours can contribute. This strengthens the rationale for studying both soot and sulphur, but does not establish tLCAF's flight benefit.

What this means for tLCAF: its low-aromatic formulation, engineered sulphur below 15 ppm and favourable APU particle results provide a scientifically relevant basis for further evaluation. Product-specific cruise-engine and atmospheric evidence would be needed to quantify contrail or climate effects. The APU tests did not measure contrails.

Take the evidence into your technical review.

The complete brief includes source values, methods, qualifications, regulatory context and research references.

Download the interactive brief
03 / EU NON-CO₂ REPORTING

Fuel data that supports
an informed airline decision.

Regulation (EU) 2024/2493 brought non-CO₂ aviation effects into the EU monitoring and reporting framework. For airlines, traceable fuel-property information can support the applicable monitoring, reporting and verification process.

DM-XTech proposes a supply package linking fuel identity, batch quality and composition to delivery records. Its use in reporting is determined by the operator's applicable method, verifier and competent authority.

Read the EU regulation →
04 / WORK WITH US

From technical discussion
to an agreed supply programme.

01

Review the evidence

Bring together procurement, engineering and sustainability teams to review the fuel-compliance dossier and TERC findings.

02

Agree sample evaluation

Define representative samples, analytical requirements and application-specific evaluation criteria.

03

Structure the offtake

Agree production volumes, pricing, delivery, batch release and documentation obligations.

Commercial supply is subject to definitive agreements and agreed production and delivery arrangements.

05 / OUR AVIATION PORTFOLIO

Different applications.
A focus on fuel properties.

Airline evaluation & offtake

tLCAF™

Low-aromatic, ultra-low-sulphur Jet A-1 with engineered lubricity and a comparative APU evidence programme.

Discuss tLCAF →
Application-specific enquiries

DoC™ Jet A-1

DM-XTech's low-naphthalene, ultra-low-sulphur fuel offering for duty-of-care-focused aviation applications. Request the product dossier and supply terms.

Request product information →
In development

zLCAF™

A zero-aromatics fuel development programme, subject to validation and applicable OEM acceptance before commercial deployment.

Discuss development →
ABOUT DM-XTECH UK

Technical development.
Commercial execution.

DM-XTech UK Ltd. leads the company's UK and EU commercial engagement for its aviation fuels. Our immediate focus is airline collaboration, documented product performance and offtake-led supply.

Longer-term production infrastructure and strategic financing are addressed through dedicated partner and investor discussions.

START THE CONVERSATION

Let's define the next step
for your airline.

Tell us your application, intended delivery location and indicative volume. We can then agree the appropriate technical review and commercial discussion.

Discuss commercial samplesDiscuss an offtake agreement

info@dm-x.us

These links open your email application.