Learn how to use afterburners in a flight simulator, identify the throttle detent, confirm added thrust, and fix common control or effect problems.
An afterburner injects extra fuel into a jet engine’s exhaust downstream of the turbine, creating a large but inefficient thrust increase. In a flight simulator, choose an afterburning aircraft, start it normally, then advance the throttle through the military-power detent or operate the aircraft’s assigned afterburner command.
How afterburners produce extra thrust
An afterburner, also called reheat, burns additional fuel between the turbine and exhaust nozzle. The remaining oxygen in the exhaust supports this extra combustion, while an adjustable nozzle usually opens to handle the increased gas flow.
Maximum thrust without reheat is commonly called maximum dry or military power, although terminology varies between aircraft. Pushing beyond that point selects afterburner, sometimes through several stages or zones. Fuel consumption rises sharply, so it is intended for short periods rather than routine cruising.
For the underlying engine cycle, our explanation of intake, compression, combustion and exhaust in a jet engine shows exactly where the afterburner fits.
How do you engage afterburners in a flight simulator?
There is no universal afterburner key across general flight simulators; the correct method depends mainly on the aircraft model and its control logic.
- Confirm that the aircraft supports afterburner. A flame effect alone does not prove that additional thrust is modelled. For a practical FSX example, our F-16 package with working afterburner effects and configured flight dynamics provides a suitable aircraft to examine.
- Check the aircraft’s control instructions. Look for commands described as afterburner, reheat, throttle detent or detent release. Some aircraft engage it automatically at the top of the throttle range; others require a separate hold or toggle command.
- Calibrate the throttle axis. Make sure the simulator receives the entire range from idle to maximum. With a physical HOTAS detent, align maximum dry power with the detent and reserve the remaining travel for afterburner.
- Advance to maximum dry power first. Let the engines stabilise, then move through the programmed detent or operate the aircraft-specific command. On twin-engine aircraft, check that both throttle axes cross the threshold together.
- Disengage it deliberately. Pull the throttle back below the detent and verify that the reheat indication, fuel flow and nozzle position return to dry-power values.
| Control setup | How reheat is normally selected | Common trap |
|---|---|---|
| Simple throttle axis | Move into the top portion of the axis range | The axis stops just below the programmed threshold |
| HOTAS with a physical detent | Push through or over the detent after calibration | The physical and simulated detents do not align |
| Keyboard or gamepad | Use full throttle plus a toggle or hold command when required | A toggle remains latched after reducing power |
| Detailed MSFS, X-Plane or DCS aircraft | Follow the aircraft-specific detent and command logic | A generic simulator binding conflicts with the module’s controls |
| Legacy FSX or Prepar3D add-on | A gauge or aircraft model triggers reheat above a throttle threshold | The exhaust effect appears without a matching thrust increase |
How can you tell the afterburner is working?
Confirm afterburner operation from engine indications and aircraft response, not from the visible flame alone.
- Fuel flow: This should increase substantially when reheat lights.
- Aircraft acceleration: At the same weight and configuration, the aircraft should accelerate or climb more strongly than it does at maximum dry power.
- Cockpit indication: Some aircraft show an afterburner, reheat or nozzle cue. Others represent separate afterburner stages.
- Exhaust nozzle: The nozzle usually changes position as reheat engages.
- Sound and exhaust plume: These are useful supporting clues, but effects vary between add-ons and camera views.
Core N1 or N2 speed may change very little because the extra combustion occurs downstream of the turbine. Fuel flow, nozzle position and acceleration are usually better evidence than fan or compressor RPM.
Why will the afterburner not engage?
Most afterburner failures come from an unsupported aircraft, incomplete throttle travel or conflicting control assignments.
- The throttle input never reaches maximum: Inspect the simulator’s axis display and recalibrate the controller. A small dead zone, an incorrectly placed detent or a worn potentiometer can prevent the input from crossing the reheat threshold.
- Two throttle bindings are active: Remove duplicate global and per-engine assignments. Conflicting axes often cause flickering inputs or asymmetric reheat.
- Only one engine lights: Compare the two throttle positions and verify that both engines are running normally with fuel available.
- The command does nothing: The aircraft may use a custom command instead of the simulator’s generic afterburner binding. Check the aircraft documentation and control list.
- There is thrust but no flame: The visual effect may be absent, installed incorrectly or difficult to see in daylight. Judge the system from cockpit indications and performance.
- There is flame but no extra thrust: The add-on may contain only a visual effect. An afterburner must also alter the engine or flight model to affect performance.
- Afterburner stays on: A toggle may still be active, or the calibrated military-power point may sit above the aircraft’s engagement threshold.
Adding an afterburner to an aircraft
Adding a convincing afterburner requires both an exhaust effect and correctly configured thrust behaviour. In FSX and related legacy aircraft, copying a flame effect by itself can produce impressive visuals without changing acceleration or fuel consumption.
Back up the aircraft files before editing them. Our FSX walkthrough for installing and tuning afterburner effects covers the legacy workflow and the adjustments typically required.
When should you use afterburner?
Use afterburner only when the aircraft procedure or mission demands maximum thrust, because its fuel penalty can reduce range very quickly.
- Short or maximum-performance take-offs when the aircraft procedure calls for it
- Rapid climbs, interceptions and combat manoeuvres
- Acceleration through the transonic range or to supersonic speed
- Maximum-performance go-arounds or emergency acceleration when permitted
Avoid leaving reheat engaged during ordinary cruise, approach or a prolonged climb unless the aircraft requires it. A common simulator mistake is concentrating on the flame effect after take-off and failing to pull back through the detent, leading to an overspeed or an unexpectedly empty fuel tank.