Learn when to deploy reverse thrust after landing, how much to use, when to stow it and how to fix common flight simulator control errors.
After touchdown in a flight simulator, bring the thrust levers to idle, confirm the aircraft is firmly on the runway, then deploy reverse symmetrically and only as strongly as the aircraft procedure allows. Maintain the centreline, reduce to idle reverse as speed falls, stow it at the specified speed, and finish with wheel braking.
For Aviation & Real-World Flying practice, treat reverse thrust as a deceleration aid rather than a substitute for wheel brakes or directional control. Use the checklist or operating manual for the simulated aircraft: permitted settings, speed limits and reverser logic differ between airliners, business jets and turboprops.
What is the correct reverse-thrust sequence?
The safe sequence is touchdown, idle thrust, reverser deployment, controlled reverse power, reduction to idle reverse and complete stowage.
- Brief the rollout. Before landing, decide which reverse setting and braking level you will use. Consider runway length, surface condition, wind and the planned exit.
- Confirm touchdown. Wait until the main landing gear is firmly down and any weight-on-wheels interlock has released the reversers. Do not select reverse during a bounce. If a go-around is needed, make that decision before deploying reverse; once reverse thrust or braking has begun, commit to stopping rather than turning the landing into an improvised touch-and-go. Our touch-and-go procedure explains that decision point.
- Set forward thrust to idle. A throttle axis sitting slightly above idle can prevent deployment. Confirm the physical levers and the cockpit levers agree.
- Select idle reverse first. Wait for the aircraft's reverser indication, then increase reverse power symmetrically to the planned setting. Do not force the engines beyond their displayed reverse limit.
- Hold the centreline. Use rudder, permitted nosewheel steering and braking rather than trying to steer with differential reverse. In strong wind or poor grip, excessive reverse can make directional control harder; review the crosswind rollout technique and control inputs.
- Reduce and stow. Bring the levers back to idle reverse as speed falls, then stow the reversers at the aircraft's specified speed. Confirm the reverser indications disappear and both engines remain at forward idle.
Where fitted, ground spoilers and autobrakes can operate alongside reverse thrust. Avoid unnecessary manual brake input if the simulated aircraft cancels autobraking when the toe brakes are pressed.
How much reverse thrust should I use?
Use the lowest reverse setting that achieves the planned deceleration while preserving directional control.
| Landing condition | Sensible simulator technique |
|---|---|
| Long, dry runway | Idle or moderate reverse is usually sufficient when combined with the planned wheel braking. |
| Short, wet or contaminated runway | Deploy the permitted higher setting promptly after touchdown, keeping both sides symmetrical and within engine limits. |
| Strong crosswind or uneven grip | Use only as much reverse as allows reliable centreline control. Follow any aircraft-specific crosswind limitation. |
| Turboprop with beta and reverse ranges | Enter beta or reverse only after touchdown and avoid large lever movements at low speed. The propeller control logic differs from a jet reverser. |
A mistake we see often is treating reverse thrust as a simple on-or-off command. Default aircraft may simplify the system, while detailed add-ons can model lever locks, deployment delays, engine limits, brake temperatures and asymmetric failures.
When should I stow reverse thrust?
Stow reverse at the speed required by the aircraft procedure, before prolonged low-speed operation can create control or debris-ingestion problems.
Airliner tutorials often mention reducing reverse near 70 knots or having it stowed around 60 knots, but those figures are not universal. Some procedures retain idle reverse to a lower speed, while others impose different limits. The simulated aircraft's checklist and cockpit indications take precedence.
Do not use reverse thrust to taxi backwards from a stand unless that aircraft and its operating procedure explicitly permit powerback. Even when a simulator allows it, the technique teaches poor habits and may upset detailed engine or ground-handling models.
Why does reverse thrust not work properly in the simulator?
Most reverse-thrust problems come from an axis that never reaches idle, conflicting bindings or mismatched commands between two engines.
- Nothing deploys: verify the aircraft is on the ground, set every throttle to idle and add a small idle dead zone if the axis flickers above zero.
- Only one reverser works: check separate engine-axis assignments and confirm both physical levers reach the reverse detent together.
- Reverse becomes stuck: remove duplicate hold, toggle and axis bindings. Return the hardware to idle before cancelling a toggle command.
- The aircraft veers: compare both engine indications, then check rudder, toe-brake and throttle calibration. Do not mask an asymmetric binding with opposite steering.
- Stopping performance is poor: deploy reverse promptly after a stable touchdown, verify ground spoilers where fitted and use the planned wheel braking. Reverse becomes less effective as speed decreases.
With physical controls, calibrate the idle and reverse regions so small lever movements cannot jump from forward thrust to maximum reverse. We cover the usual detent and binding choices in our Saitek and Logitech throttle-quadrant setup. FSX users can also follow the FSX-specific reverse-thrust controls and rollout procedure.