How do I start the PMDG 737 from cold and dark in MSFS?
Start the PMDG 737 cold and dark in MSFS: load the panel state, power and align the aircraft, start both engines, and fix common failures.
To start the PMDG 737 from cold and dark in Microsoft Flight Simulator, load its cold-and-dark panel state, establish battery power plus ground or APU power, align the IRS units, configure fuel and bleed air, start each engine by introducing fuel at about 25% N2, then complete the generator, pack, hydraulic and probe-heat checks.
The core sequence is the same across the PMDG 737-600, -700, -800 and -900. Equipment options, CDU labels and checklist details can vary between packages and updates, but the electrical, pneumatic and engine-start logic remains consistent.
How do I load the PMDG 737 cold-and-dark state?
Load the aircraft at a parking stand, because a runway start usually spawns it ready for departure. Set the parking brake, confirm the landing gear lever is down, place both thrust levers at idle and leave both engine start levers at CUTOFF. Fit wheel chocks through PMDG ground services if available.
On either CDU, press MENU, select PMDG SETUP, open the panel-state load page and choose the supplied Cold & Dark state. Confirm or execute the selection if prompted, then wait several seconds for the displays and switches to settle.
If the state is missing or the setup pages malfunction, update or verify the aircraft with PMDG's aircraft-management utility. Disable AI piloting and automatic checklist assistance if switches move by themselves after the state has loaded.
PMDG 737 cold-and-dark startup sequence
Follow this order so that the aircraft has stable electrical power, an aligned navigation system and sufficient pneumatic pressure before fuel is introduced.
- Establish battery power. Set the battery switch to
ON, standby power toAUTOand the bus transfer switches to their normal automatic positions. Confirm both engine start levers remain atCUTOFF. - Connect ground power or start the APU. Request the GPU through PMDG ground services, wait for the blue
GRD POWER AVAILABLElight and select ground power on. If no GPU is available, move the APU switch toSTARTand release it; after the APU stabilises, select both APU generators. - 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; PMDG's alignment-time setting determines whether this takes seconds or several minutes. - Load fuel and prepare the cockpit. Add the required fuel through PMDG's aircraft tools, enter the route and performance data, set the MCP and complete the pre-flight checklist while the IRS aligns. Our PMDG 737 EFIS and barometric-setting guide covers the navigation-display controls used during this preparation.
- Prepare for movement. Close the doors, set crossfeed closed and switch on the pumps for tanks containing usable fuel; never run empty centre-tank pumps. Set the engine-driven and electric hydraulic pump switches to their normal checklist positions and turn on the red anti-collision light. If using a GPU, start the APU, transfer the buses to its generators and disconnect ground power before moving. Our PMDG pushback setup and control guide explains the associated ground-handling steps.
- Configure the pneumatic system. Confirm the APU is running, set both packs to
OFF, open the isolation valve and turn APU bleed on. Leave both engine bleed switches on and verify that duct pressure is available. - Start engine 2. Move the right engine start switch to
GRDand confirm N2 rises. At about 25% N2, or maximum motoring speed if it settles slightly below that, move the right start lever toIDLE. Monitor fuel flow, EGT, N1, N2 and oil pressure. The start switch should return automatically toOFFnear 56% N2; wait for a stable idle. - Start engine 1. Repeat the process with the left start switch and lever. Engine 2 is conventionally started first during pushback, but either engine may be started first when operating conditions require it.
- Complete the after-start flow. Put both engine generators on line, restore both packs to
AUTO, set the isolation valve toAUTOand turn APU bleed off. Shut down the APU after its normal cool-down period. Set probe heat on, use engine anti-ice when conditions require it, check the flight controls, and set take-off flaps and stabiliser trim. The engine start switches are normally moved toCONTduring the before-take-off flow.
For a closer explanation of starter air, fuel introduction and the indications to monitor, see our full 737 engine-start sequence and instrument checks.
Can the PMDG 737 start without ground power?
Yes. The aircraft battery can start the APU, after which the APU generators provide electricity and APU bleed air supplies pneumatic pressure to the engine starters.
External power is preferable during a long cockpit setup, but a GPU alone cannot rotate the engines because it supplies electricity rather than starter air. A modelled external-air cart can replace APU bleed air, but the APU method is simpler and remains available during pushback.
Why won't the PMDG 737 engines start?
Most failed starts come from missing pneumatic pressure, fuel not being introduced or a controller overriding a cockpit switch. Use the engine indications to identify which part of the sequence has stopped.
| Symptom | Likely cause | Fix |
|---|---|---|
No N2 rotation at GRD | No starter air, APU bleed off, isolation valve closed or packs consuming the available pressure | Run the APU, turn APU bleed on, open the isolation valve and switch both packs off. |
| N2 rises but there is no fuel flow or EGT rise | The start lever remains at cutoff, fuel is unavailable or a hardware binding is overriding the lever | At about 25% N2, move the correct lever to idle and check fuel quantity, pump selection and control assignments. |
| Engine lights but will not reach idle | Insufficient start air, fuel introduced too early or excessive pneumatic demand | Return the start lever to cutoff, let the engine spool down, correct the bleed configuration and try again. |
| A switch or start lever snaps back | Duplicate controller bindings or automatic assistance is issuing another command | Remove duplicate starter, mixture and condition-lever assignments, disable the assistance and test with the mouse. |
| Electrical warnings remain after both starts | The engine generators are not connected | Select each engine generator switch and verify that both transfer buses are powered. |
| IRS remains in ALIGN or the ALIGN light flashes | The position is missing or inconsistent, or the aircraft moved during alignment | Re-enter the gate position and keep the aircraft stationary. If necessary, switch both units off, allow them to shut down and restart alignment. |
| Ground power is unavailable | The GPU has not been connected through PMDG ground services | Request it and wait for GRD POWER AVAILABLE, or start the APU from battery power. |
If EGT rises abnormally, oil pressure does not appear or acceleration stops, return that engine's start lever to CUTOFF. Correct the fault before introducing fuel again.
What should I check before taxi?
Before taxi, confirm both engine generators are on line, the APU is normally off, the packs and isolation valve are in their normal positions, and no unexplained master caution remains. Check the flight controls, FMC take-off data, flaps and stabiliser trim, then arm the speedbrake and release the parking brake only when the route is clear.
Running engines do not complete the cold-and-dark procedure. An unaligned IRS, incomplete route or unset take-off trim will become the next problem as soon as the aircraft moves.
Should I use Ctrl+E with the PMDG 737?
No. Ctrl+E may turn the engines, but it does not reliably align the IRS, configure PMDG's custom electrical and pneumatic systems or prepare the FMC. Mixing automatic start assistance with a manual flow can also create starter, ignition and fuel-lever conflicts.
If speed matters more than performing the procedure, load an available powered or engines-running panel state instead.