How do you start an aircraft engine in a flight simulator?

To start an aircraft engine in a flight simulator, secure the aircraft, select a fuel supply, establish electrical power, set the mixture or condition lever correctly, engage the starter or start switch, then introduce fuel as the aircraft checklist directs. Monitor oil pressure, RPM and temperature, and abort any abnormal start.

In our Aviation & Real-World Flying coverage, we separate engine starting from the complete aircraft power-up. A cold-and-dark procedure includes batteries, external power, lighting and system configuration before the engine-start phase; follow our complete cold-and-dark power-up explanation if that is where your aircraft has spawned.

Which engine-start method should you use?

Choose manual starting when you want to learn the aircraft, and auto-start or an engine-running spawn when you simply want to fly.

• Engine-running start: Best for a beginner learning taxiing, take-off or landing. Select a runway or ready-to-fly departure rather than a parking stand.
• Simulator auto-start: Search the control assignments for the engine auto-start command. Its name and binding vary between simulators, and complex add-on aircraft may ignore it.
• Manual cockpit start: Use the checklist supplied for that exact aircraft. This is the correct choice for practising procedures and understanding why an engine fails to start.

A generic sequence cannot replace an aircraft checklist. Carburetted pistons, fuel-injected engines, radials, turboprops and FADEC-controlled jets all handle fuel introduction differently.

How do you start a piston aircraft engine?

A piston engine needs fuel, the correct fuel-air mixture, ignition and enough starter rotation to fire.

1. Secure the aircraft. Apply the parking brake or fit wheel chocks. Confirm the throttle is near idle and the propeller area is clear.
2. Establish the fuel supply. Check fuel quantity, select the required tank or BOTH position where fitted, and open the fuel shut-off valve.
3. Set electrical power. Turn on the battery or master switch. Switch on the beacon before starting if the aircraft checklist requires it.
4. Prepare the mixture. A typical normally aspirated piston aircraft starts with mixture rich, a slightly open throttle and fuel pump or primer use as specified. High-altitude, fuel-injected, hot and flooded starts require different settings.
5. Engage the starter. Select the required magneto or ignition position and hold the starter only until the engine catches. Release it promptly rather than continuously cranking a failed start.
6. Stabilise and check. Set the published idle speed, verify that oil pressure rises within the checklist limit, then bring the alternator and other systems online in the specified order.

For a familiar training aircraft, our practical Cessna 172 engine-start sequence shows how the master, primer, mixture, starter and oil-pressure checks fit together.

Over-priming is a common cause of failure. If the propeller turns but the engine will not fire after repeated attempts, stop adding fuel. Use the aircraft's published flooded-start procedure rather than continuing to crank with the same settings.

How do you start a jet or turboprop engine?

A turbine engine must first be rotated by an electric or pneumatic starter, after which fuel is introduced at the minimum rotation specified by the checklist.

1. Supply electrical power. Use the battery, ground power unit or auxiliary power unit as the aircraft requires.
2. Provide starting air or electrical power. Configure the APU bleed, cross-bleed system or electric starter. Pneumatic aircraft may require air-conditioning packs or other bleed consumers to be switched off temporarily.
3. Select the engine start system. Move the start selector or ignition control and confirm that the relevant N2, N3 or gas-generator indication begins rising.
4. Introduce fuel. At the checklist's required starter speed, move the fuel control or condition lever from cutoff to idle or run. FADEC-equipped aircraft may automate this after a start switch is selected.
5. Monitor the light-off. Look for a controlled rise in EGT or ITT, increasing rotation and oil pressure. Cut off fuel if temperature exceeds its limit, rotation stagnates or no light-off occurs.
6. Wait for stable idle. Once the starter disengages and indications stabilise, configure generators, bleeds, packs and anti-ice systems as directed before starting the next engine.

Airliner starting involves more than moving a single switch. The 737 electrical, APU and bleed-air workflow illustrates how those systems support engine light-off. Many airline procedures start engines during pushback, but the exact timing depends on the aircraft, airport and simulated ground procedure.

What should you monitor after the engine starts?

A successful start is not complete until the engine settles at a stable idle with normal pressure, temperature and electrical indications.

Multi-engine aircraft are normally started one engine at a time in the checklist order. Confirm that the first engine is stable before beginning the next start.

Why does the engine crank but not start?

An engine that turns but does not fire usually lacks fuel, ignition or the correct mixture setting.

• Propeller turns with no ignition: Check the fuel selector, shut-off valve, mixture, primer or boost pump, magnetos and fuel quantity.
• Engine starts and immediately dies: Check whether a mixture, condition or throttle axis has returned to cutoff or idle. Duplicate hardware bindings often override the cockpit lever seconds after starting.
• Starter does not turn: Confirm battery power, engine selection, starter assignment and any required external or APU power.
• Jet engine rotates without light-off: Check ignition, fuel pumps and the fuel control lever. Fuel may have been introduced before sufficient starter speed.
• Turbine rotation stagnates: Recheck the pneumatic source, APU bleed, start valve and bleed-air consumers. Stop rather than repeatedly adding fuel.
• Auto-start fails on an add-on aircraft: Use its cockpit or electronic checklist. Custom systems often bypass the simulator's default auto-start logic.

Assistance settings, simulated failures and conflicting controller assignments can also undo an otherwise correct procedure. Our MSFS engine-start and shutdown diagnostic checklist covers these less obvious causes.

Does this procedure apply to a real aircraft?

No generic simulator sequence should be used to start a real aircraft without its approved checklist and proper training.

Real engine starts introduce propeller, jet-blast, fire, intake and ground-movement hazards that a desktop simulator cannot reproduce. Hot starts, flooded engines, radial-engine hydraulic lock and abnormal indications require aircraft-specific action; in a simulator you can pause or reset, but in real flying the published procedure and instructor guidance take priority.