The development of jet engines burning kerosene-based fuels during WW II for aircraft produced a superior performing propulsion system than internal combustion engines could offer and the U.S. military forces gradually replaced their piston combat aircraft with jet powered planes. This development would essentially remove the military need for ever increasing octane fuels and eliminated government support for the refining industry to pursue the research and production of such exotic and expensive fuels. Commercial aviation was slower to adapt to jet propulsion and until 1958 when the Boeing 707 first entered commercial service, piston powered airliners still relied on aviation gasoline. But commercial aviation had greater economic concerns than the maximum performance that the military could afford. As octane numbers increased so did the cost of gasoline but the incremental increase in efficiency becomes less as compression ratio goes up. This reality set a practical limit to how high compression ratios could increase relative to how expensive the gasoline would become. Last produced in 1955, the Pratt & Whitney R-4360 Wasp Major was using 115/145 Aviation gasoline and producing 1 horsepower per cubic inch at 6.7 compression ratio (turbo-supercharging would increase this) and 1 pound of engine weight to produce 1.1 horsepower. This compares to the Wright Brothers engine needing almost 17 pounds of engine weight to produce 1 horsepower.