How do I start the PMDG 737 from cold and dark in MSFS?
To start the PMDG 737 from cold and dark in Microsoft Flight Simulator, power it from ground power or the APU, align the IRS units, configure fuel and pneumatics, then motor each engine with its start switch at GRD and introduce fuel at about 25% N2. Finish by transferring the generators and restoring the packs.
The sequence is effectively the same across the PMDG 737 NG variants, although CDU labels and available panel states can vary slightly between aircraft and updates.
How do I load the PMDG cold-and-dark panel state?
Start at a parking stand rather than on a runway, because a runway spawn normally loads the aircraft ready for departure. On either CDU, open MENU, select PMDG SETUP, open the panel-state load page and choose the supplied cold-and-dark state. Confirm or execute the selection if prompted, then give the aircraft a few seconds to settle.
If the supplied states are missing or PMDG menu pages are not working, update or verify the aircraft using our steps for maintaining PMDG aircraft through Operations Center before building the cockpit state manually.
PMDG 737 cold-and-dark startup sequence
- Establish initial battery power. Set the battery switch to
ON, standby power toAUTOand verify the bus transfer switches are in their normal automatic position. The engine start levers must remain atCUTOFF. - Choose ground power or the APU. For ground power, connect the GPU through the CDU ground-services page, wait for the blue
GRD POWER AVAILABLEindication and select ground power on. To use the APU immediately, move its switch toSTARTand release it; wait for the APU to stabilise and the generator indications to appear, then select both APU generator switches. - Align the IRS units. Move both IRS selectors from
OFFtoNAV. On the CDUPOS INITpage, copy the displayed GPS position intoSET IRS POS. Keep the aircraft stationary while the units align; PMDG's alignment-time option determines whether this takes seconds or several minutes. - Complete the cockpit preparation. Load the required fuel through the PMDG aircraft tools, enter the route and performance data, set the MCP and complete the aircraft's preflight checklist. This work can be done while the IRS aligns. Verify that the start levers are still at cutoff and the engine start switches are off.
- Prepare for pushback and engine start. Close the doors, switch the red anti-collision light on and set the fuel pumps for the tanks containing fuel; do not run empty centre-tank pumps. Put the engine-driven and electric hydraulic pump switches in their normal on positions. If you used ground power, start the APU, transfer the buses to the APU generators and disconnect the GPU before moving. Our PMDG pushback setup and control guide covers the next ground-handling step.
- Configure the pneumatic system. Confirm the APU is running, set both packs to
OFF, open the isolation valve and turn the APU bleed on. Leave the engine bleed switches on. The duct-pressure indication should show that start air is available. - Start engine 2. Move the right engine start switch to
GRDand confirm N2 begins increasing. At about 25% N2, move the right start lever fromCUTOFFtoIDLE. Check for an EGT rise, increasing N1 and oil pressure. The start switch should return automatically toOFFnear 56% N2; wait for a stable idle. - Start engine 1. Repeat the same process with the left start switch and lever. Engine 2 is normally started first during pushback, but either engine can be started first when operational circumstances require it.
- Complete the after-start flow. Select both engine generators on, restore both packs to
AUTO, return the isolation valve toAUTOand turn the APU bleed off. Switch on probe heat, use engine anti-ice when conditions require it, then shut down the APU after its normal cool-down period. Set take-off trim and flaps, check the flight controls and useCONTon the engine start switches during the before-take-off flow.
For additional Boeing systems context, our detailed older PMDG 737 NGX cockpit tutorial remains useful, but follow the MSFS aircraft's CDU menus and checklists wherever they differ.
Can ground power start the engines without the APU?
Ground power supplies electricity but does not provide the pneumatic pressure needed to turn the starters. A mistake we see constantly is configuring the electrical buses correctly, selecting GRD and then waiting while N2 remains at zero.
For the normal PMDG procedure, start the APU and use APU bleed air before disconnecting ground power. A modelled external-air cart can provide an alternative, but the APU method is simpler and works during pushback.
Why won't the PMDG 737 engines start?
| Symptom | Likely cause | Fix |
|---|---|---|
No N2 rotation at GRD | No pneumatic pressure, APU bleed off, isolation valve closed or packs consuming the available air | Run the APU, turn APU bleed on, open the isolation valve and switch both packs off. |
| N2 rises but there is no EGT increase | Start lever still at cutoff, no usable fuel or a hardware fuel-control binding is overriding the lever | At about 25% N2, move the correct start lever to idle and check fuel quantity, pump selection and controller assignments. |
| Engine lights but will not reach idle | Insufficient start air, fuel introduced too early or excessive pneumatic demand | Cut off the fuel, allow the engine to spool down, correct the bleed configuration and try again. |
| Engine starts and immediately shuts down | A mixture, fuel-valve or cutoff binding is repeatedly commanding cutoff | Remove duplicate assignments and operate the pedestal start lever with the mouse while testing. |
| Electrical warnings remain after both starts | The engine generators were not connected | Move each engine generator switch momentarily to its on position and verify both transfer buses are powered. |
| IRS remains in ALIGN | The present position was not entered or the aircraft moved during alignment | Re-enter the position on POS INIT, keep the aircraft stationary and check PMDG's alignment-time setting. |
If the same failure affects other aircraft or returns when a controller is connected, use our MSFS engine-start and shutdown troubleshooting checks to find assistance settings, fuel controls and conflicting bindings.
Should I use Ctrl+E with the PMDG 737?
Ctrl+E is not a substitute for the PMDG startup flow. The simulator's automatic engine-start command may turn the engines, but it does not reliably align the IRS, configure the custom electrical and pneumatic systems or prepare the FMC.
If you only want an aircraft that is ready quickly, load an available powered or engines-running panel state instead. Mixing automatic start assistance with a manual PMDG startup can also produce starter, ignition and fuel-lever conflicts.