Take the 2-minute tour ×
Aviation Stack Exchange is a question and answer site for aircraft pilots, mechanics, and enthusiasts. It's 100% free, no registration required.

I'm told that this is true, but I can't imagine why. It seems like the fact that there is less air would make the engines less efficient... But that probably just shows how little I know about jet engines.

share|improve this question
    
On a slightly different note, the Concorde was super-efficient at its cruise altitudes when flying at Mach 2.00+. The same can't be said about its low altitude subsonic efficiency :) –  shortstheory Feb 8 at 3:25
2  
Less air makes the engines less powerful. But efficiency is ratio of power generated to fuel consumed . –  Jan Hudec Mar 26 at 12:45
    
Probably because designs require trade-offs and the engineers chose to optimize the engine for high altitude operation since that's where it spends most of the time. –  romkyns Oct 13 at 23:31

8 Answers 8

up vote 20 down vote accepted

What matters for a jet engine is the pressure and temperature differentials between the exhaust gas and the ambient atmosphere. It is the expansion and high kinetic energy of the exhaust gas as it exits the engine that provides the thrust (and noise) of a jet (note this does not take into account the bypass portion of a turbofan).

The ambient pressure is atmospheric pressure, which for example at the surface is roughly 1000 hPa and at cruise might be 200 hPa or roughly a fifth of the pressure at the surface. The temperature at that altitude is also typically around -50 C.

The exhaust gas pressure and temperature is controlled by a few things:

  • The compression by the N2 compressor stages -- Increases temperature and pressure
  • The hot section -- Greatly increases temperature and pressure
  • The N1/N2 turbine stages -- slight decrease in temp/pressure (work done on moving the turbines).

As the outside pressure is dropping as we climb, to maintain the same pressure differential in the engine, we need less temperature and pressure in the engine, and one way to do this is to reduce airflow into the engine and fuel added to that air. The atmosphere takes care of reducing airflow (there is just less of it up at cruise, though this also depends on airspeed) and the FADEC takes care of adjusting the fuel flow. The net result is less fuel needed to produce the same pressure differential when the air outside has a lower pressure, e.g. cruise flight.

EDIT:

Some of the other answers/comments make reference to mass flow through the jet, and particularly the mass flow through the exhaust nozzle. I agree with that, but I didn't mention it directly because that mass flow is setup by the pressure gradient within the engine. I should also clarify that pressure at the nozzle will be at or very close to ambient atmospheric pressure and it is the pressure gradient between that ambient pressure and that in the hot section that establishes the mass flow rate out of the engine.

Lastly, to address the bypass ratio comment, see Lnafziger's comment. The turbofan engines on the EMB-145 are similar in that the bypass provides more thrust at sea level than cruise. This perhaps relates to increased fuel efficiency at cruise in that the N1 fan is doing less work and thus the N1 turbine is extracting less energy from the engine.

share|improve this answer
    
the pressure differential between the exhaust gas an the ambient atmosphere should be a low a possible. It is not the gas exiting the engine that provides the thrust. It are the compressor and the combustion chamber that produce most of the thrust. –  DeltaLima Feb 7 at 21:06
    
How then do the compressor and combustion sections produce the thrust if not through the modification of the air passing through the jet engine? The compressor and combustion work on the air, and the air in turn works on the turbines and the atmosphere. –  casey Feb 7 at 21:13
    
Does this mean that this answer, if modified, is correct? ..some sort of reference might be wise at this point too. –  Jay Carr Feb 7 at 21:35
2  

They work better at high altitude firstly because the air is cooler. Cool air expands more when heated than warm air. It is the expansion of the air that drives combustion engines.

The second reason is the low density of the air. Low density causes low drag and therefore the aircraft flies much faster at high altitude than on low altitude when it is given the same thrust. At this high speed, the mass flow through the engine is comparable to the mass flow at low speed in high density air (low altitude). The amount of energy needed is to heat the air to exhaust temperature is comparable between high and low altitudes. But since the aircraft at high altitude flies much faster, the amount of power generated is higher $(Power=Thrust\times{Speed})$ at altitude.

The difference with propeller aircraft is that at high speeds the propeller loses efficiency, and therefore the available power decreases with altitude.

share|improve this answer
    
You could also add the concept of ram air compressing to make this answer a bit more complete. –  shortstheory Feb 8 at 3:27

For a non-math approach:

Let's think how a jet engine works and compare low altitude with high altitude flights. The engine takes air from the intake situated at the front. As you are climbing, the air becomes less dense (there is less air mass in a volume) so you need to go a little faster just so that the mass of the air coming in through the intake is the same in a given second. You will actually get the same mass flow of air at high altitudes as you will get at low altitudes, but you are actually travelling faster.

Then you compress that air, remembering that as you are now travelling faster higher up, the ram effect will help you out and compress some of that air for you, just by 'ramming' your engines into it at high speed. As you compress it you pass it to the combustion chamber where it burns. This combustion stage is the same for both high and low altitudes, although the fact that at higher altitudes air is colder actually helps a little bit, as we can burn more fuel without reaching dangerous temperatures, so that's nice.

After burning it up, the air is passed through a turbine then expelled out the back. Now here it gets a bit complicated: You see, it is more efficient to accelerate a lot of air (mass) a little bit(small dv), than to accelerate a little bit of air(small mass) to a very fast speed(dv). This means in turn that the faster the airplane moves, the better the jet propulsive efficiency gets. So as you climb, you go faster and the flow gets better efficiency, plus the lower air pressure behind you means there is less of a force pushing against your outflow.

So what do we have in low vs high flight:

Same amount of air intake, same amount of combustion, same amount of fuel used, better jet propulsion at higher altitudes and better speed at higher altitudes. You just get more bangs for your bucks at higher altitude.

For a mathematical approach:

Jet Engine (Gas Turbine) Efficiency

share|improve this answer
    
I assume, though, that every engine must have an altitude of maximum efficiency then? At some point the air is going to just be to thin to allow for maximized efficiency on the input, right? –  Jay Carr Feb 7 at 23:17
2  
no, not really: at some point the air becomes so thin you need to go very, very fast to keep the mass of air going in. And as you approach transonic speeds you get into trouble with a conventional engine. If you plan on a ramjet/scramjet engine you could go higher/faster, but you fuselage is now going to melt. Bottom line is: the top ceiling is never an engine-performance issue, it's always some other limitation –  Radu094 Feb 7 at 23:28

This has nothing to do with pressure or density, but with ambient temperature. Please see the Wikipedia article on the Carnot cycle. This and similar cycles describe the workings of all combustion engines in thermodynamic terms. Basically, it says that the efficiency of a combustion engine cannot be greater than the temperature ratio between ambient and maximum temperature of the process, divided by the maximum temperature. All temperatures must be expressed as total temperatures. Operating in colder air brings you closer to that ideal condition.

I just had to add this after reading through all the answers, none of which seem to be written by an engine designer.

share|improve this answer

This is because the air is cooler and less dense which means that there is less fuel to air mixture at higher altitudes giving it a better fuel efficiency

share|improve this answer

I think most are simply thinking too much. The easiest and likely the most complete answer is resistance (or friction). High altitude air is less dense, making it easier to pass through. Oxygen content in high altitude is exactly the same as sea level. While the air up there is the same air we breath, there is less of that air in the same volume container. Space vehicles do not use jet engines. To turn or do any movement actually they have "jets" in various locations around the shuttle. "Jets" in this case are not jet engines, they are simply small nozzles that pressurized gases gets released through. Keep in mind that with zero air, there is no resistance to movement, remember newton's laws of motion: every action has an equal an opposite reaction.

share|improve this answer
1  
This answer would greatly benefit from a re-wording. Please consider editing your answer and explain in more detail the various arguments you bring forward. Consider also that formatting helps making an answer more readable –  Federico May 16 at 12:48

As you know as altitude increasing pressure and temp both are reducing up to stratosphere after that temp remain constant pressure drop continues so density of air reducing so its create less drag aircraft travel at high speed this pressure loss is overcome by ram pressure rise at the inlet of engine and aircraft required less power to move faster at 36,000 ft to 40,000 ft above more power full engine required to run faster so the blade tip does not get stall.

share|improve this answer
2  
Welcome to Stack Exchange! Please consider to rework your post; at its current state it is marred by spelling errors which make it hard to understand. –  Peter Kämpf Sep 20 at 13:08
1  
I fixed some of your worst spelling errors, but I cannot figure out where your sentences are. Sorry, but -1. –  CGCampbell Sep 20 at 16:08

I'm not even close to an expert. But here it goes.

Air like water is thick. Submarines are slower than boats. Jets are faster than boats. Automobiles are faster than boats.

Space has no friction because there is no matter. But I think jets still work in space. Of course they need oxygen. Just like Superman doesn't need ground friction to run fast, while some other super heroes do. Which is why I find it unrealistic how a super heroes that need ground friction are able to run so fast and make sharp turns without doing serious damage to floors.

So I'm guessing that being that the air is less thick up higher, that the easier it is to travel through. The jets don't depend on friction like propellers do. Superman doesn't need friction like Flash Gordon or Wonder Woman. So in space, Wonder Woman would be helpless because her propellers don't work while Superman's jets will work just fine.

Of course jet's need oxygen. So I'm not sure how all that works.

And something I didn't think of was what was mentioned in another post. Sound needs air. So yeah. Sound can increase friction.

share|improve this answer
6  
I don't know if I should vote you down for being ridiculous or vote you up for being creative. I guess they cancel each other out, so I'll just leave it alone ;). –  Jay Carr Feb 13 at 18:46

protected by DeltaLima yesterday

Thank you for your interest in this question. Because it has attracted low-quality answers, posting an answer now requires 10 reputation on this site.

Would you like to answer one of these unanswered questions instead?

Not the answer you're looking for? Browse other questions tagged or ask your own question.