How do I set up dual throttles for multi-engine aircraft?

To configure dual throttles for a multi-engine aircraft, assign the left physical lever to Engine 1 Throttle Axis and the right lever to Engine 2 Throttle Axis, then calibrate both across their full travel. Remove any combined throttle bindings, verify axis direction, and test idle, full thrust and reverse separately.

Across general flight simulators, the command names differ, but the principle is the same. A true dual-throttle setup requires a controller that exposes two independent analogue axes. If the simulator detects both levers as one axis, they must first be separated in the hardware's configuration utility, if that hardware supports it.

Should I use a combined throttle or separate engine axes?

Use separate engine axes when you have two physical levers and need independent control for differential thrust, engine-out practice or accurate multi-engine operation.

On a conventional twin, Engine 1 is the left engine and Engine 2 is the right engine when viewed from the cockpit. Our explanation of throttle-quadrant axes, calibration and duplicate inputs covers the underlying controller terminology.

How do I assign the two throttle levers?

Bind each physical lever to an engine-specific analogue axis rather than to throttle increase and decrease commands.

1. Select the correct controller profile. Use an aircraft-specific profile if the simulator provides profiles, especially for airliners with detents.
2. Clear competing throttle axes. Remove any combined throttle assignment and check other connected devices such as a joystick, gamepad or second quadrant for duplicate analogue bindings.
3. Identify the left lever. Move it through its full range and use the simulator's input-detection function, if available, to find the corresponding axis.
4. Assign Engine 1. Bind that axis to the command labelled Engine 1 Throttle Axis, Throttle 1 Axis or its simulator-specific equivalent.
5. Assign Engine 2. Repeat the process with the right lever and the Engine 2 throttle axis.
6. Check the direction. If advancing a lever reduces power, enable the reverse-axis option for that assignment. Do not confuse axis reversal with reverse thrust.
7. Calibrate and test. Move both levers through their complete travel, save the profile, load a twin-engine aircraft and confirm that each cockpit lever responds independently.

Microsoft Flight Simulator users should follow the MSFS-specific method for choosing combined or engine-specific throttle axes, because similarly named assignments can produce different ranges. For X-Plane, use our independent engine assignment and calibration instructions.

How do I make both engines produce matching thrust?

Calibrate both axes to identical endpoints and response curves, then compare engine instruments rather than relying only on the animated cockpit levers.

• Calibrate the quadrant in its hardware utility or operating-system controller panel before calibrating it inside the simulator.
• Start with linear response curves and matching dead zones. A small idle dead zone can stop jitter, but a large one reduces useful lever travel.
• Compare the relevant power indications: N1 for many jets, torque for turboprops, or manifold pressure for piston aircraft.
• If a complex add-on has its own throttle calibration page, perform that calibration after the simulator-level axes are working correctly.
• If one engine reaches maximum power early, recalibrate its upper endpoint rather than compensating with a radically different sensitivity curve.

Minor differences in power indications are not necessarily controller faults; real multi-engine powerplants are not always perfectly matched. A large or repeatable split at equal lever positions usually indicates unequal calibration, a conflicting input or an aircraft-specific throttle profile.

Why does one lever move both throttles?

One lever usually moves both virtual throttles because a combined throttle axis remains assigned alongside the engine-specific axes.

• Duplicate combined axis: clear the general Throttle Axis assignment while retaining Throttle 1 and Throttle 2.
• Second controller conflict: search every connected device for throttle assignments, not just the quadrant.
• Wrong profile: confirm that the simulator loaded the profile you edited for that aircraft.
• Combined hardware mode: check whether the controller utility has merged both levers into one virtual axis.
• Automatic thrust: disable autothrottle, autothrust and throttle-related assistance while testing.
• Add-on-specific controls: if default aircraft work correctly but one add-on does not, use that aircraft's supplied throttle calibration or exposed control commands.

How should reverse thrust and detents be configured?

Configure reverse thrust either as part of each lever's full-range axis or as separate reverse buttons, according to what the hardware and aircraft support.

A quadrant with a true reverse range can map forward and reverse travel on each engine axis. Hardware with button-operated reverse levers normally uses a hold or toggle command while the main throttle sits at idle. Avoid combining both methods unless the aircraft specifically requires it, as competing reverse commands can make the virtual throttle jump.

Airbus-style detents need the physical idle, climb, flex and maximum-thrust positions to match the aircraft's virtual detents. Our TCA Airbus detent and independent-lever setup provides a hardware-specific example.

What about propeller, mixture and condition levers?

Dual throttle assignments control only engine power; piston twins and turboprops may also require propeller, mixture or condition controls.

If your quadrant has enough axes, assign these separately for each engine. With limited hardware, retain independent throttles for engine-out practice and use shared propeller or mixture axes, keyboard controls or cockpit interaction for the remaining functions.