How do I start a Boeing 737 MAX cold and dark in MSFS 2024?
Start the Boeing 737 MAX cold and dark in MSFS 2024 with the correct battery, APU, bleed-air, fuel, engine-start and after-start sequence.
To start the Boeing 737 MAX 8 from cold and dark in Microsoft Flight Simulator 2024, establish battery and electrical power, start the APU for bleed air, align the IRS, configure fuel and hydraulics, start each engine at about 25% N2, then transfer electrical and pneumatic loads to the engines before shutting the APU down.
This procedure is for the stock 737 MAX 8 supplied with MSFS 2024. Begin at a gate or parking stand; a runway spawn normally loads the aircraft running. If the simulator will not give you an unpowered aircraft, follow our instructions for setting up a genuine cold-and-dark parking start.
Boeing 737 MAX cold-and-dark startup sequence
The reliable order is electrical power, APU, aircraft preparation, bleed air, engine start and after-start reconfiguration.
- Secure the aircraft: Set the parking brake, place both thrust levers at idle and confirm both engine start levers are at CUTOFF. Remove any jetway or ground equipment that would obstruct pushback or engine operation.
- Establish battery power: Switch the battery on and leave standby power in AUTO. If ground power shows available, connect it and select it on; otherwise continue on battery power while starting the APU.
- Begin IRS alignment: Turn both IRS selectors to NAV and enter the aircraft's present position on the FMC position-initialisation page if requested. Alignment is not required merely to light the engines, but doing it now prevents blank navigation displays later.
- Start the APU: Move the APU switch to START and release it. Wait until the APU is running and its generator indications show that power is available, then select both APU generator switches on. Do not disconnect external power until the APU generators are carrying the electrical buses.
- Configure fuel and hydraulics: Switch on the fuel pumps for tanks containing fuel. Leave the centre-tank pumps off if that tank is empty. Set the engine-driven hydraulic pump switches on and bring the electric hydraulic pumps on before pushback or engine start.
- Set the pneumatic panel: Put both packs OFF, set the isolation valve OPEN, leave both engine bleed switches on and switch APU BLEED on. Allow a moment for duct pressure to build.
- Complete the before-start items: Close the doors, confirm the area is clear and switch on the anti-collision beacon. Obtain pushback clearance before releasing the parking brake if you are using a tug.
- Start engine 2: Turn the right engine start selector to GRD. Watch N2 rise; at maximum motoring speed and no lower than about 25% N2, move the right engine start lever from CUTOFF to IDLE. Confirm fuel flow, EGT rise and oil pressure. The start selector should return from GRD as the engine stabilises.
- Start engine 1: Repeat the same process on the left engine. Do not introduce fuel before the engine has reached sufficient N2.
- Transfer the aircraft to engine power: Select engine generators 1 and 2 on and verify that they are carrying the buses. Put both packs to AUTO, return the isolation valve to AUTO, switch APU bleed off and then shut down the APU. Disconnect ground power, turn probe heat on and use engine anti-ice only when conditions require it.
Before taxi, check flight controls, trim, flaps, brakes, transponder and take-off configuration. Our 737 MAX flying guide for MSFS 2024 covers the FMC, autopilot, take-off and landing stages that follow.
Why will the 737 MAX engines not start?
Most failed starts are caused by missing bleed air, fuel being introduced at the wrong time or a controller binding overriding a cockpit switch.
| Symptom | Likely cause | Fix |
|---|---|---|
| N2 remains at zero | No pneumatic pressure | Confirm the APU is fully running, APU bleed is on, both packs are off and the isolation valve is open. |
| N2 rises but there is no EGT rise | No fuel entering the engine | Check the relevant fuel pumps and move that engine's start lever to IDLE only after reaching at least about 25% N2. |
| One engine starts but the other will not | Pneumatic configuration changed too early | Keep the APU bleed on, packs off and isolation valve open until both engines are stable. |
| Displays die when the APU is switched off | Engine generators are not carrying the buses | Select both engine generators on before removing APU or external power. |
| Switches or start levers snap back | Conflicting controller or assistance input | Remove duplicate starter, fuel-valve and mixture assignments, and disable AI assistance that operates aircraft systems. |
| Navigation displays remain incomplete | IRS alignment or FMC position entry is unfinished | Leave both IRS selectors in NAV, enter the present position and wait for the selected alignment mode to finish. |
Is external power enough to start the engines?
No. A ground power unit supplies electricity, but the engines also need pneumatic pressure to turn their starters. The normal simulator procedure is to use ground power while preparing the cockpit, start the APU, switch on APU bleed and then start the engines. An external air cart is an alternative only when the aircraft implementation supports one.
Can I use Ctrl+E instead?
Yes. Ctrl+E requests an automatic engine start in MSFS 2024, but it may not complete IRS, FMC, lighting or every after-start item on a complex airliner. Our explanation of manual versus automatic engine starts in MSFS 2024 shows when that shortcut is appropriate.
Does this procedure work with the iFly 737 MAX?
Not as an exact checklist. The Boeing system logic is similar, but the iFly add-on has its own aircraft-state loading, EFB options and more detailed IRS, electrical and pneumatic behaviour. Use our iFly-specific 737 MAX startup sequence for that aircraft.