tLCAF’s performance is measured, not just claimed.
Independent laboratories and university test centres have validated tLCAF’s trace metal profile, lubricity, and suitability for APU testing. Together with sulfur and aromatic specifications, this evidence underpins both engine safety and MRV‑grade SOx reductions.
Breaking the Sulfur–Lubricity Trade‑off
Technical Specs| Fuel | Typical Sulfur Content | Lubricity (HFRR WSD) | Notes |
|---|---|---|---|
| Conventional Jet A‑1 | 3000 ppm (Default) | ~420 µm | Relies on sulfur‑bearing species. |
| tLCAF Aviation Fuel | ~10 ppm | ~350 µm | Pure hydrocarbon improver; superior. |
| DM-XTech Marine (UMF) | ~300 ppm | 350 µm | Consistent lubricity uplift validated. |
Road diesel has operated at 10 ppm sulfur for years. tLCAF brings aviation down to comparable sulfur levels for the first time—without sacrificing lubricity or hardware safety.
ICP‑OES Analysis: tLCAF vs Jet A‑1 Baseline
Lab Validation| Element | Jet A-1 (mg/kg) | tLCAF (mg/kg) | Status |
|---|---|---|---|
| Sodium | 0.235 | 0.073 | Better |
| Lead | 0.064 | 0.011 | Better |
| Calcium | 0.004 | 0.037 | Higher* |
| Iron | 0.002 | 0.008 | Higher* |
Mitigation
*Higher calcium, copper, and iron levels are mitigated by tLCAF’s superior lubricity. The fuel forms protective tribochemical films that shield surfaces and reduce catalytic oxidation.
From Sulfur to SOx & MRV Compliance
Under the EU’s MRV framework, sulfur directly feeds into SOx emissions accounting. Conventional Jet A‑1 has depended on sulfur for lubricity, preventing cuts.
tLCAF uses a pure isoparaffinic lubricity improver, enabling 10 ppm sulfur.