Start an Airbus A330 cold and dark with the correct power, APU, ADIRS, FMGS and engine sequence, plus fixes for common simulator failures.
To start an Airbus A330 from cold and dark in a flight simulator, establish electrical power, start the APU, align the inertial-reference system, initialise the FMGS, configure fuel and bleed air, then start engine 2 followed by engine 1. Finish by switching off the APU and completing the after-start flow.
This is the general sequence for A330 add-ons in Microsoft Flight Simulator, FSX, Prepar3D and X-Plane. Exact switches and system depth vary between aircraft, so use the developer’s checklist where it conflicts with a generic flow. For an older FSX installation, our downloadable A330-300 manual and checklist covers the complete start and shutdown sequence.
What is the correct Airbus A330 cold-start order?
The correct order is electrical power, APU, ADIRS and FMGS preparation, fuel and pneumatics, engine start, then after-start configuration.
- Secure the aircraft. Set the parking brake, place both thrust levers at idle, confirm both engine master switches are off and leave the engine mode selector at NORM. Check that the landing gear is down and the aircraft is fuelled through the add-on’s loading system.
- Establish electrical power. Switch BAT 1 and BAT 2 on, then select external power if it shows available. Confirm that the AC and DC buses are powered and turn up the display brightness if the screens still appear black. External power is preferable because IRS alignment and cockpit preparation can take several minutes.
- Start the APU. Select APU MASTER on, allow the intake flap to open, then press APU START. Wait for the APU to show AVAIL before selecting APU BLEED on. Do not attempt an engine start merely because the APU RPM has begun rising.
- Align the ADIRS. Move all three IR mode selectors to NAV and initialise the aircraft position through the MCDU if the add-on requires it. Keep the aircraft stationary during alignment. Simplified models may align instantly, while realistic alignment can take several minutes.
- Configure the overhead panel. Set the crew oxygen supply, emergency exit lights, signs and exterior lights as required. Generator pushbuttons, engine bleed controls and pack controls should normally be in their standard operating positions. Confirm the crossbleed selector is in AUTO unless the aircraft checklist specifies otherwise.
- Prepare the FMGS. Enter the departure and destination, route, cruise data, zero-fuel weight, centre of gravity, block fuel and take-off data appropriate to the model. FMGS programming is not what makes the engines turn, but it is required for a realistic departure; our focused guide to IRS and FMGS set-up after power-up covers that stage separately.
- Complete the before-start items. Turn on the required tank fuel pumps, close the doors, remove ground equipment and switch the beacon on before pushback or engine rotation. Disconnect external power before the tug moves. Verify APU bleed pressure on the ECAM BLEED page.
- Start engine 2. Move the engine mode selector to IGN/START, then set engine 2 MASTER on. The FADEC should control starter engagement, ignition and fuel introduction. Monitor N2, EGT, fuel flow and oil pressure until engine 2 reaches stable idle and shows AVAIL.
- Start engine 1. Set engine 1 MASTER on and monitor the same indications. Starting number 2 first is common A330 practice, although an operator-specific checklist or add-on may call for a different order.
- Complete the after-start flow. Return the engine mode selector to NORM. Confirm both engine generators have taken the electrical load, select APU BLEED off and shut down the APU when it is no longer required. Configure anti-ice as conditions demand, then set flaps, trim and spoilers and perform the flight-control check.
Accurate Airbus models manage much of the start automatically once the engine master is switched on. Avoid manually cycling ignition, fuel or starter controls unless the checklist instructs you to do so. The A330 cockpit and ECAM flow explained in checklist order covers the surrounding preparation and after-start checks.
Does every A330 add-on use the same procedure?
No; the underlying Airbus sequence is consistent, but the amount simulated varies substantially between aircraft packages.
| Aircraft type | What to expect |
|---|---|
| Systems-focused A330 | Working electrical buses, APU pneumatics, ADIRS alignment, FADEC logic and detailed ECAM indications. Follow the complete sequence. |
| Simplified or default-style model | Some overhead switches may be decorative, alignment may be instant and the engines may start with fewer prerequisites. Use its built-in checklist. |
| Older FSX or Prepar3D model | Custom gauges may require packs to be switched off manually or switches to be operated through a 2D panel rather than the virtual cockpit. |
In a well-modelled A330, the packs can normally remain in their standard configuration because the pneumatic system manages airflow during the start. Some older add-ons require PACK 1 and PACK 2 off to provide enough simulated starter pressure; follow that model’s manual rather than forcing one rule onto every A330.
Why will the APU or engines not start?
Most failed A330 starts come from missing electrical power, no pneumatic pressure, unavailable fuel or a hardware binding overriding the cockpit controls.
| Symptom | Likely cause and fix |
|---|---|
| Screens remain dark | Switch on both batteries, select available external power and raise the display brightness controls. Check that the add-on has actually loaded its cold-and-dark systems state. |
| APU START does nothing | Confirm APU MASTER is on and give the intake flap time to open. Check fuel quantity, battery power and that the APU fire control has not been activated. |
| APU is available but engine N2 stays at zero | APU BLEED is probably off, bleed pressure has not stabilised or the engine mode selector is still at NORM. Check the ECAM BLEED page before trying again. |
| N2 rises but there is no light-off | Check the relevant engine master, tank fuel pumps, fuel quantity and thrust-lever position. A mixture, condition or fuel-cut-off axis assigned on external hardware can also override the virtual switch. |
| Start hangs or EGT rises abnormally | Abort using the aircraft checklist. Verify pneumatic pressure and, on simplified models, try the required pack configuration before restarting. |
| IRS remains in ALIGN | Confirm the present position in the MCDU and keep the aircraft stationary. Moving during alignment or failing to initialise the position commonly prevents completion. |
| Power is lost after APU shutdown | Both engine generators must be online before removing APU power. Leave the APU running while correcting the generator configuration. |
A mistake we see constantly is using the simulator’s generic auto-start command on a systems-focused add-on. It may move switches out of sequence, start only one engine or leave electrical and bleed systems incorrectly configured. Reload the cold-and-dark state and use the aircraft controls if auto-start has produced an inconsistent cockpit.
Can an Airbus A330 start without the APU?
Yes, but only when the add-on supports an external pneumatic-air cart or a crossbleed start from an operating engine.
External electrical power alone cannot rotate the engine starter. For a ground-air start, connect pneumatic air, configure the packs and crossbleed valve exactly as the aircraft checklist requires, then use the normal IGN/START and engine-master sequence. Many simplified A330 models do not simulate external air, making the APU the only practical method.
When is the A330 ready to taxi?
The A330 is ready to taxi when both engines are stable, their generators are supplying power, the start system is back at NORM and no relevant ECAM warning remains.
Before releasing the parking brake, confirm the tug is disconnected, nosewheel steering is available, flaps and pitch trim match the take-off data, ground spoilers are armed and the flight controls have been checked. Do not treat two running engines as completion of the cold-and-dark procedure; the after-start and taxi checks are what leave the aircraft correctly configured.