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You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts
• handling

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine

You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine

You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts
• handling

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine

In short, kerosene won over gasoline because it's a good balance of everything. Piston engines are pickier, so gasoline is a better choice for them.

You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts
• handling

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine

You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts
• handling

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine
• a moderately good lubricant so you can dual-purpose the fuel flow

In short, kerosene won over gasoline because it's a good balance of everything. Piston engines are pickier, so gasoline is a better choice for them.

You can persuade a turbine engine to run on just about anything that can burn. So the decision of which fuel to actually use depends on the side factors including, but not limited to:

• availability
• cost
• emissions
• hot section temperature
• chemical reactions with engine parts
• handling

Specific examples:

• Coal dust is rather difficult to pump around, and the rampies don't like shovelling
• liquid hydrogen (used in the Space Shuttle) requires a lot of storage and has the nasty habit of freezing anything it touches, like rampies.
• ethylacetylenedecaborane is unpleasantly toxic (rampies union again) and the combustion byproducts were rather abrasive to the engine's innards
• trimethylaluminum would reduce the engine complexity (no igniters needed) because it has the nasty habit of igniting instantly upon contact with air, so leaks are rather dangerous.
• natural gas is commonly used as a turbine fuel in pumping stations: it's already there and thus is "free". The required pressure vessels make it impractical to use as an aircraft fuel.

So kerosene basically became the standard turbine fuel because it's:

• cheap: kerosene makes up a rather large fraction of crude oil. When you measure your fuel load in tons a few cents per litre makes a difference.
• safe to handle: relatively non-toxic, doesn't ignite all that easily
• storable and transportable in common structural metals
• doesn't clog up the engine

In short, kerosene won over gasoline because it's a good balance of everything. Piston engines are pickier, so gasoline is a better choice for them.