Will GE Aerospace’s dual-mode ramjet engine power a second U.S. hypersonic successor to the SR-71 Blackbird?
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On July 28, 2025, GE Aerospace released a video that has prompted speculation about the future of hypersonic aviation. The video featured a conceptual rendering of a hypersonic jet powered by GE’s dual-mode ramjet (DMRJ) engines and carried the slogan, “Everything seems impossible…until it isn’t.” This phrase mirrors the ambition that led to the creation of the SR-71 Blackbird, a reconnaissance aircraft that set performance records for speed and altitude. Although the video did not explicitly confirm the development of a new aircraft, it has fueled speculation that GE Aerospace is hinting at a successor to the SR-71, distinct from Lockheed Martin’s SR-72. This development suggests that GE’s advancements in hypersonic propulsion could be instrumental in creating a high-speed aircraft capable of exceeding the SR-71’s capabilities.Follow Army Recognition on Google News at this link
With the potential to reach speeds exceeding Mach 10, GE Aerospace’s dual-mode ramjet engine could be one of the key technologies paving the way for a successor to the legendary SR-71 Blackbird. (Picture source: GE Aerospace)
GE Aerospace’s dual-mode ramjet engine, first demonstrated in 2024, marks a significant advancement in hypersonic propulsion. The engine utilizes rotating detonation combustion (RDC), a technology that increases fuel efficiency and thrust generation. RDC works by enabling continuous detonation waves to ignite the fuel, improving energy efficiency compared to conventional combustion methods. The DMRJ engine is capable of reaching speeds beyond Mach 10, a significant improvement over traditional jet engines. This dual-mode ramjet design can operate effectively across a broad speed range, from subsonic to hypersonic, making it adaptable for various aerospace applications. This new propulsion brings GE closer to a technology that could, in the future, power a successor to the legendary SR-71, capable of surpassing its speed and operational range.
The SR-71 Blackbird, developed by Lockheed’s Skunk Works in the 1960s, was designed for high-speed reconnaissance at speeds exceeding Mach 3.2 and altitudes above 85,000 feet. It was powered by Pratt & Whitney J58 turbojet engines, which included a mechanism that allowed the aircraft to transition into a ramjet mode at high speeds, providing the necessary thrust to sustain its remarkable velocity. The SR-71’s airframe was constructed using titanium alloy, a material selected for its heat resistance and strength at high speeds. This design allowed the aircraft to endure the extreme heat generated during sustained high-speed flight. The SR-71’s combination of speed, altitude, and survivability made it highly effective for reconnaissance missions, rendering it virtually untouchable by any missiles or interceptors targeting it, as it could simply outrun them. Despite its extraordinary performance, the SR-71 was eventually retired, and no other aircraft has fully replicated its speed and versatility since.
The search for a successor to the SR-71 has been ongoing for decades, with various countries attempting to develop aircraft that could match or exceed its capabilities. During the Cold War, the Soviet Union developed the MiG-25 “Foxbat,” a high-speed interceptor capable of reaching Mach 3.2. However, the MiG-25’s radar signature was large, and its range was short, making it less effective in comparison to the SR-71’s more refined design. The Soviets also experimented with the Tsybin RSR, a Mach 3 reconnaissance aircraft, but the project was canceled in 1961 due to overly ambitious design goals. In the 1980s, the MiG-31 “Foxhound” was introduced, a more advanced interceptor, but it still could not match the SR-71’s high-speed capabilities. While the Soviet Union’s efforts came close, none of their aircraft could match the SR-71’s combination of speed, altitude, and endurance.
China has also sought to develop high-speed aircraft, although its focus has been more on unmanned systems. In 2019, China unveiled the WZ-8, a rocket-propelled reconnaissance drone capable of reaching Mach 3. The WZ-8 is launched from a bomber and can reach altitudes of 100,000 feet. China’s interest in hypersonic technology extends beyond drones, with the development of hypersonic glide vehicles such as the DF-ZF and GDF-600. In 2024, China unveiled the Yunxing hypersonic passenger aircraft, which shares a similar design to the SR-71. While these advancements demonstrate China’s growing aerospace capabilities, its high-speed platforms remain limited compared to the SR-71’s performance and versatility. China’s efforts in hypersonic flight are still in their infancy compared to the mature technology seen in the SR-71.
In the United States, the search for an SR-71 successor continued long after the aircraft’s retirement in the 1990s. One of the most famous efforts was the rumored “Aurora” program, which was believed to be a Mach 5+ aircraft developed by Lockheed Martin. However, no evidence of such a program has ever been confirmed, and it is widely thought that Aurora never progressed beyond concept studies. The U.S. also explored the National Aerospace Plane (NASP), a hypersonic vehicle capable of reaching Mach 25, in the 1980s. However, the program was canceled due to technical and budgetary challenges. In the years following, the U.S. shifted its focus toward satellite-based reconnaissance and unmanned aerial platforms like the RQ-4 Global Hawk. While effective, these platforms do not match the SR-71’s speed and altitude capabilities, highlighting the difficulty of replacing the Blackbird.
Lockheed Martin’s SR-72 Son of Blackbird, which is under development by the company’s Skunk Works division, is currently the most advanced effort to replace the SR-71. Designed to exceed Mach 6, the SR-72 will be significantly faster than the SR-71. Unlike its predecessor, the SR-72 will be unmanned, which offers operational flexibility and reduces the risks associated with piloted aircraft. The SR-72 will utilize a turbine-based combined cycle (TBCC) engine, combining a turbofan engine for subsonic and supersonic flight with a scramjet for hypersonic speeds. This combination allows the SR-72 to transition seamlessly between different speed regimes, a critical design feature for future high-speed aircraft. The SR-72 is expected to enter service by the 2030s, providing both reconnaissance and strike capabilities and potentially transforming the landscape of hypersonic aviation.
Creating a successor to the SR-71 presents significant engineering challenges. One of the primary obstacles is designing a propulsion system capable of transitioning smoothly between subsonic, supersonic, and hypersonic speeds. The SR-71’s propulsion system utilized a combination of turbojet and ramjet modes, but achieving similar functionality at even higher speeds, such as Mach 5 or Mach 6, requires new propulsion technologies. The turbine-based combined cycle (TBCC) engine being developed for the SR-72 offers one potential solution, but ensuring efficient transitions between engine modes remains a major technical hurdle. Another challenge is the extreme heat generated by hypersonic flight. At speeds above Mach 6, temperatures can exceed 1,000 degrees Celsius, requiring new materials and thermal management techniques. The SR-71’s titanium airframe was suitable for Mach 3 speeds, but the heat generated by hypersonic flight demands new materials, such as carbon-carbon composites, that can withstand higher temperatures and reduce the risk of structural failure.
An interesting historical anecdote from the SR-71’s development highlights the lengths to which the United States went to obtain the materials needed to build the aircraft. Titanium, a crucial component for the SR-71’s airframe, was scarce in the U.S. during the 1960s. To obtain the necessary titanium, the CIA arranged to purchase titanium ore from the Soviet Union through third-party companies. The cover story provided to the Soviets was that the titanium was needed for making pizza ovens. This covert operation allowed the U.S. to acquire enough titanium to build the SR-71, a plane that would later fly over Soviet territory undetected. This irony, where the U.S. relied on Soviet titanium to build a spy plane designed to operate within Soviet airspace, showed the immense challenges involved in such a project, even for the U.S., which had to covertly source critical materials from its enemies to build an aircraft that could withstand the extreme heat generated by long hypersonic flights.
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On July 28, 2025, GE Aerospace released a video that has prompted speculation about the future of hypersonic aviation. The video featured a conceptual rendering of a hypersonic jet powered by GE’s dual-mode ramjet (DMRJ) engines and carried the slogan, “Everything seems impossible…until it isn’t.” This phrase mirrors the ambition that led to the creation of the SR-71 Blackbird, a reconnaissance aircraft that set performance records for speed and altitude. Although the video did not explicitly confirm the development of a new aircraft, it has fueled speculation that GE Aerospace is hinting at a successor to the SR-71, distinct from Lockheed Martin’s SR-72. This development suggests that GE’s advancements in hypersonic propulsion could be instrumental in creating a high-speed aircraft capable of exceeding the SR-71’s capabilities.
Follow Army Recognition on Google News at this link
With the potential to reach speeds exceeding Mach 10, GE Aerospace’s dual-mode ramjet engine could be one of the key technologies paving the way for a successor to the legendary SR-71 Blackbird. (Picture source: GE Aerospace)
GE Aerospace’s dual-mode ramjet engine, first demonstrated in 2024, marks a significant advancement in hypersonic propulsion. The engine utilizes rotating detonation combustion (RDC), a technology that increases fuel efficiency and thrust generation. RDC works by enabling continuous detonation waves to ignite the fuel, improving energy efficiency compared to conventional combustion methods. The DMRJ engine is capable of reaching speeds beyond Mach 10, a significant improvement over traditional jet engines. This dual-mode ramjet design can operate effectively across a broad speed range, from subsonic to hypersonic, making it adaptable for various aerospace applications. This new propulsion brings GE closer to a technology that could, in the future, power a successor to the legendary SR-71, capable of surpassing its speed and operational range.
The SR-71 Blackbird, developed by Lockheed’s Skunk Works in the 1960s, was designed for high-speed reconnaissance at speeds exceeding Mach 3.2 and altitudes above 85,000 feet. It was powered by Pratt & Whitney J58 turbojet engines, which included a mechanism that allowed the aircraft to transition into a ramjet mode at high speeds, providing the necessary thrust to sustain its remarkable velocity. The SR-71’s airframe was constructed using titanium alloy, a material selected for its heat resistance and strength at high speeds. This design allowed the aircraft to endure the extreme heat generated during sustained high-speed flight. The SR-71’s combination of speed, altitude, and survivability made it highly effective for reconnaissance missions, rendering it virtually untouchable by any missiles or interceptors targeting it, as it could simply outrun them. Despite its extraordinary performance, the SR-71 was eventually retired, and no other aircraft has fully replicated its speed and versatility since.
The search for a successor to the SR-71 has been ongoing for decades, with various countries attempting to develop aircraft that could match or exceed its capabilities. During the Cold War, the Soviet Union developed the MiG-25 “Foxbat,” a high-speed interceptor capable of reaching Mach 3.2. However, the MiG-25’s radar signature was large, and its range was short, making it less effective in comparison to the SR-71’s more refined design. The Soviets also experimented with the Tsybin RSR, a Mach 3 reconnaissance aircraft, but the project was canceled in 1961 due to overly ambitious design goals. In the 1980s, the MiG-31 “Foxhound” was introduced, a more advanced interceptor, but it still could not match the SR-71’s high-speed capabilities. While the Soviet Union’s efforts came close, none of their aircraft could match the SR-71’s combination of speed, altitude, and endurance.
China has also sought to develop high-speed aircraft, although its focus has been more on unmanned systems. In 2019, China unveiled the WZ-8, a rocket-propelled reconnaissance drone capable of reaching Mach 3. The WZ-8 is launched from a bomber and can reach altitudes of 100,000 feet. China’s interest in hypersonic technology extends beyond drones, with the development of hypersonic glide vehicles such as the DF-ZF and GDF-600. In 2024, China unveiled the Yunxing hypersonic passenger aircraft, which shares a similar design to the SR-71. While these advancements demonstrate China’s growing aerospace capabilities, its high-speed platforms remain limited compared to the SR-71’s performance and versatility. China’s efforts in hypersonic flight are still in their infancy compared to the mature technology seen in the SR-71.
In the United States, the search for an SR-71 successor continued long after the aircraft’s retirement in the 1990s. One of the most famous efforts was the rumored “Aurora” program, which was believed to be a Mach 5+ aircraft developed by Lockheed Martin. However, no evidence of such a program has ever been confirmed, and it is widely thought that Aurora never progressed beyond concept studies. The U.S. also explored the National Aerospace Plane (NASP), a hypersonic vehicle capable of reaching Mach 25, in the 1980s. However, the program was canceled due to technical and budgetary challenges. In the years following, the U.S. shifted its focus toward satellite-based reconnaissance and unmanned aerial platforms like the RQ-4 Global Hawk. While effective, these platforms do not match the SR-71’s speed and altitude capabilities, highlighting the difficulty of replacing the Blackbird.
Lockheed Martin’s SR-72 Son of Blackbird, which is under development by the company’s Skunk Works division, is currently the most advanced effort to replace the SR-71. Designed to exceed Mach 6, the SR-72 will be significantly faster than the SR-71. Unlike its predecessor, the SR-72 will be unmanned, which offers operational flexibility and reduces the risks associated with piloted aircraft. The SR-72 will utilize a turbine-based combined cycle (TBCC) engine, combining a turbofan engine for subsonic and supersonic flight with a scramjet for hypersonic speeds. This combination allows the SR-72 to transition seamlessly between different speed regimes, a critical design feature for future high-speed aircraft. The SR-72 is expected to enter service by the 2030s, providing both reconnaissance and strike capabilities and potentially transforming the landscape of hypersonic aviation.
Creating a successor to the SR-71 presents significant engineering challenges. One of the primary obstacles is designing a propulsion system capable of transitioning smoothly between subsonic, supersonic, and hypersonic speeds. The SR-71’s propulsion system utilized a combination of turbojet and ramjet modes, but achieving similar functionality at even higher speeds, such as Mach 5 or Mach 6, requires new propulsion technologies. The turbine-based combined cycle (TBCC) engine being developed for the SR-72 offers one potential solution, but ensuring efficient transitions between engine modes remains a major technical hurdle. Another challenge is the extreme heat generated by hypersonic flight. At speeds above Mach 6, temperatures can exceed 1,000 degrees Celsius, requiring new materials and thermal management techniques. The SR-71’s titanium airframe was suitable for Mach 3 speeds, but the heat generated by hypersonic flight demands new materials, such as carbon-carbon composites, that can withstand higher temperatures and reduce the risk of structural failure.
An interesting historical anecdote from the SR-71’s development highlights the lengths to which the United States went to obtain the materials needed to build the aircraft. Titanium, a crucial component for the SR-71’s airframe, was scarce in the U.S. during the 1960s. To obtain the necessary titanium, the CIA arranged to purchase titanium ore from the Soviet Union through third-party companies. The cover story provided to the Soviets was that the titanium was needed for making pizza ovens. This covert operation allowed the U.S. to acquire enough titanium to build the SR-71, a plane that would later fly over Soviet territory undetected. This irony, where the U.S. relied on Soviet titanium to build a spy plane designed to operate within Soviet airspace, showed the immense challenges involved in such a project, even for the U.S., which had to covertly source critical materials from its enemies to build an aircraft that could withstand the extreme heat generated by long hypersonic flights.
