PMDG 737 high idle during flare in MSFS can be normal. Learn how to separate approach idle from autothrottle, radio-altimeter and hardware faults.
In Microsoft Flight Simulator, the PMDG 737 can show higher-than-ground-idle N1 in the flare because approach idle is a normal airborne engine schedule that preserves response. If the thrust levers themselves stay forward, check the autothrottle mode, radio-altimeter inputs and conflicting hardware throttle assignments.
Is high idle during the flare normal?
Higher N1 with the thrust levers at idle is normally correct. The engine control system uses flight or approach idle rather than the lower ground-idle schedule while the aeroplane is airborne and configured to land. Landing flap, anti-ice, bleed demand and atmospheric conditions can all affect the displayed idle speed.
This keeps the engines spooled sufficiently for a go-around and reduces acceleration time. N1 therefore need not fall to the value seen while parked, even though the levers have reached their aft stops. Do not judge it against a fixed percentage from another flight, because temperature, altitude and aircraft configuration change the indication.
| What you see | What it usually means | Action |
|---|---|---|
| Virtual levers aft, N1 above ground idle | Normal flight or approach idle | No correction is required |
Virtual levers forward with MCP SPD or another speed mode shown | Autothrottle is still commanding thrust | Check the landing method, selected speed and FMA |
RETARD shown but levers do not move aft | Possible hardware interference or incomplete flare logic | Check throttle bindings and radio altitude |
| Desktop throttle remains forward while the virtual levers retard | Normal with non-motorised hardware | Synchronise the physical levers before taking manual control |
| N1 remains unusually high after rollout | Possible axis input, reverse-lever or configuration issue | Check controls once clear of the runway |
After touchdown, the engines transition towards their ground schedule following air/ground sensing and normal spool-down. The change is not necessarily instantaneous.
Why do the PMDG 737 thrust levers stay forward?
Forward thrust levers are not explained by approach idle; they mean the autothrottle or a controller input is still requesting power.
On an automatic landing, RETARD on the thrust flight-mode annunciator means the autothrottle is driving the levers aft. That function depends on the proper approach and flare modes being captured and on a valid radio-altimeter signal. Our PMDG 737 automation and FMA guide explains which annunciations should be checked rather than relying solely on the MCP switches.
For a manually flown landing, plan to close the thrust levers yourself during the flare; do not assume the automatic-landing retard logic will do it. If the FMA remains in a speed-controlling mode, the autothrottle can add power as speed decays or the nose is raised. This is one of several flare-phase autothrottle behaviours that can override normal speed control.
Disconnecting the autothrottle does not automatically pull the levers to idle. It transfers thrust control to the pilot, so the levers must then be moved manually. For the associated pitch, power and flare sequence, use our step-by-step 737 manual-landing technique.
How do I diagnose high idle in the PMDG 737?
- Separate lever position from engine speed. Watch the virtual thrust levers and N1 together. Aft levers with elevated N1 indicate an idle schedule; forward levers indicate commanded thrust.
- Read the FMA. Confirm whether the autothrottle is controlling speed, retarding the levers or merely armed. The illuminated MCP buttons do not prove which mode is active.
- Check radio altitude. During a test approach, confirm that the radio-altimeter indication decreases sensibly through the flare. Invalid or discontinuous radio altitude can prevent landing automation from progressing normally.
- Remove duplicate throttle bindings. In Microsoft Flight Simulator's control options, search every connected device for
Throttle Axis, individual engine throttle axes and throttle increase or decrease commands. Avoid assigning a combined axis and individual engine axes at the same time unless that arrangement is deliberate. - Test the hardware idle position. Add only enough dead zone to stop noisy input and verify that both virtual levers reach their aft stops. Also disable any assisted-control or AI-piloting feature that can manipulate power.
- Repeat under controlled conditions. Use the same aircraft state, landing flap, weather and approach mode. If the problem survives a clean control profile, restart the aircraft from a normal state and install the latest supported PMDG update before treating it as a simulation fault.
A mistake we see constantly is watching the physical throttle instead of the virtual levers. Most desktop throttles are not motorised, so they cannot follow the PMDG autothrottle. If their position is out of synchronisation when manual control resumes, the virtual levers can jump forward and produce an unwanted burst of thrust.
Does approach idle make the 737 float?
Normal approach idle alone should not cause an excessive float; the landing technique and performance data already account for residual idle thrust. Excess approach speed, an oversized wind correction, a shallow flare or failing to bring the levers fully aft are more common causes.
If the virtual levers remain above idle, however, even modest commanded thrust can extend the float considerably. Correct the mode or control-input problem rather than trying to force a lower engine idle schedule. Our stabilised-approach and flare corrections cover the next checks when the thrust indication is normal but the touchdown still runs long.