This study aims to analyze the detection capabilities of space-based high-orbit infrared sensors, specifically the retired SBIRS-GEO and the upcoming Next-Gen OPIR, for identifying low-temperature exhaust plumes of aircrafts. The research focuses on understanding how these sensors perform under different operational states of aircraft engines and various observation angles, providing effective measures to escape space infrared detection for aircraft design. With the GEO orbital detection model and specified early warning scene, U.S. two generation of advanced space infrared sensors, carried by SBIRS-GEO and Next-Gen OPIR satellites, is analyzed for their detectability on aircraft tail flame. The research employs a high-orbit infrared detection model and constructs corresponding space-based detection scenarios. The study models the infrared radiation characteristics of aircraft exhaust plumes under different engine states (with and without afterburner) and observation angles. The analysis is conducted in two observation bands: 2.8-4.3 μm and 8.0-10.8 μm. The study also considers the impact of atmospheric spectral transmittance and the geometric and thermodynamic parameters of the exhaust plumes. The performance of SBIRS-GEO and Next-Gen OPIR sensors is compared based on their energy signal-to-noise ratios (SNR) and detection thresholds. The results show that, with the observation bands of 2.8-4.3 μm and 8.0-10.8 μm, the infrared radiation energy of the tail flame of the aircraft can reach up to 400-600 W/sr under non-afterburner state, and up to 2600-10000 W/sr under afterburner state. Both can be detected by the infrared sensors carried by SBIRS-GEO and Next Gen OPIR, but the energy SNR of SBIRS-GEO is only 4.0-12.37, significantly lower than the 18.92-41.72 of Next Gen OPIR. When the radiation area of the tail flame is amplified by 1.5 times, the energy signal-to-noise ratio of both infrared detectors is significantly improved, with SBIRS-GEO showing the most significant improvement, reaching 6.92-20.31, significantly increasing the probability of infrared detection, indicating that plume control is still necessary. Through further analysis, it was found that under the non-afterburner state, when the initial temperature of the tail flame is below 750 K and the final temperature is below 360 K, the SBIRS-GEO detector theoretically cannot detect the aircraft tail flame. Therefore, the effective measures to escape space infrared detection will include: downsizing the tail flame, lowering its temperature, and flight with specified angles. Space-based infrared warning sensors deployed in geostationary orbit at 36000 km can effectively detect and image low-temperature aircraft exhaust plumes. The afterburner state of the aircraft engine and the observation angle of the satellite are critical factors influencing the performance of space-based infrared detection. The SBIRS-GEO infrared sensor cannot detect low-temperature exhaust plumes in non-afterburner states. While the SBIRS-GEO sensor can identify exhaust plumes in afterburner states, its low pixel radiance results in lower identification success rates. The Next-Gen OPIR system, equipped with a new generation of 4 K large-array infrared detectors, offers higher energy resolution and can accurately identify exhaust plumes in both afterburner and non-afterburner states. Reducing component temperature, optimizing plume control, increasing observation elevation angles, and decreasing azimuth angles can effectively reduce the infrared radiation energy of engine exhaust plumes, thereby lowering the probability of detection by space-based infrared sensors. This study provides valuable theoretical references for the development of next-generation space-based infrared warning systems, emphasizing the importance of advanced sensor technology and optimized plume control strategies in enhancing detection capabilities.