How do I start the PMDG 777 cold and dark in MSFS?
To start the PMDG 777 cold and dark in Microsoft Flight Simulator, load the Cold & Dark state at a parking stand, establish electrical power, start the APU for bleed air, align the ADIRU, configure fuel and hydraulics, then start each engine while monitoring N2, EGT and oil pressure.
The panel-state menu may appear in the CDU or PMDG tablet, depending on the installed 777 build. That changes where you select the state, not the cockpit procedure.
What is the PMDG 777 cold-and-dark startup sequence?
Begin at a gate or parking position because a runway spawn normally loads the aircraft ready to depart.
- Load the cold-and-dark state. Select the PMDG Cold & Dark panel state and allow it to finish loading before touching switches. Set the parking brake or chocks, put both thrust levers at idle and verify both fuel control switches are at CUTOFF. Our guide to parking starts and saved panel states explains why the spawn point and control synchronisation matter.
- Load fuel and payload. Use the PMDG aircraft-loading controls where available so the aeroplane's systems receive the intended quantities. Confirm there is usable fuel in the main tanks rather than relying only on the World Map estimate.
- Establish electrical power. Switch the BATTERY on. If ground power is connected through the PMDG ground-services controls, wait for the external-power indication to show AVAIL, then select the source on. AVAIL means power is present at the aircraft; it does not mean the buses are using it.
- Start the APU and align the ADIRU. Move the APU selector to START and release it, then wait for the APU RUNNING indication and start-air availability. Switch the ADIRU on and enter or confirm the present position on the CDU POS INIT page if requested. Keep the aircraft stationary until alignment finishes.
- Configure the aircraft for engine start. Put the main-tank fuel pumps on and use the centre pumps only when centre-tank fuel and the applicable procedure call for them. Set primary hydraulic pumps on and demand pumps to their normal automatic positions. Leave the pneumatic and pack controls in their normal automatic configuration, keep AUTOSTART on, and switch the anti-collision beacon on before pushback or engine start.
- Start the right engine. Turn the right engine start selector to START, confirm N2 rotation, then move the right fuel control switch to RUN. With AUTOSTART operating, the engine control schedules ignition and fuel. Watch for a normal N2 increase, EGT rise, oil-pressure response and eventual stable idle; the start selector should return to NORM automatically.
- Start the left engine. Once the right engine is stable, repeat the same sequence for the left engine. Starting engine 2 first is common, but the required order can vary with the operating procedure and pushback plan.
Do not wait for a fixed N2 figure copied from another Boeing before selecting RUN. The 777's autostart logic manages the sequence; visible starter rotation is the key confirmation. Use the EICAS markings for limits rather than guessed values from a different engine or 777 variant.
Should I use external power or the APU?
Use external power for a long pre-flight at the stand, but use the APU or a supported ground-air source to crank the engines.
| Power source | What it supplies | Best use | Common mistake |
|---|---|---|---|
| External power | Electrical power only | Programming and cockpit preparation at the gate | Expecting electrical ground power to provide pneumatic starter air |
| APU | Electrical power and pneumatic start air | Engine start and preparation for pushback | Moving an engine selector to START before the APU is fully running |
If you prepare on external power, start the APU before disconnecting the ground source. Confirm the aircraft has transferred power and that APU start air is available before attempting an engine start.
Must the FMC be programmed before starting the engines?
No, the PMDG 777 can start without a completed route, but ADIRU alignment and most flight preparation are best completed while parked.
Engine start depends on electrical power, pneumatic air, fuel and starter logic—not an activated flight plan. In practice, enter the route, departure, performance data and take-off speeds before starting because workload rises sharply during pushback and taxi. If alignment remains incomplete, check the present-position entry and make sure the aircraft has not moved.
Why will the PMDG 777 engines not start?
A failed PMDG 777 start is usually caused by missing start air, missing fuel or an MSFS control binding overriding the cockpit.
| Symptom | Likely cause | What to check |
|---|---|---|
| No N2 rotation | No pneumatic start air | Wait for APU RUNNING, confirm start-air availability and check the normal bleed configuration. |
| N2 rises but there is no EGT rise | Fuel or ignition has not been introduced | Check the matching fuel control is at RUN, tank pumps are on and usable fuel is loaded. |
| Engine lights off, then autostart aborts | The system detected an abnormal start | Return the fuel control to CUTOFF, let the engine stop, correct the indicated fault and try again. |
| Engine reaches idle, then shuts down | Fuel supply was removed or overridden | Check fuel quantity, pump switches and mixture or fuel-cutoff hardware assignments. |
| Cockpit dies when ground power is removed | The APU or engine generators have not taken the buses | Reconnect ground power and confirm another electrical source is carrying the aircraft before disconnecting it. |
| A switch or fuel control snaps back | Duplicate bindings or assistance features | Remove conflicting starter, mixture and fuel-cutoff assignments, then disable automated assistance that manipulates cockpit controls. |
Our broader MSFS engine-start troubleshooting checklist covers electrical power, starter rotation, fuel supply and duplicate hardware bindings in more depth. Using the simulator's automatic engine-start shortcut is not a reliable fix because it can leave PMDG's system state mismatched.
What should I check after both engines start?
After both engines stabilise, confirm their generators and hydraulic pumps are supplying the aircraft before shutting down the APU.
- Verify stable N1, N2, EGT and oil-pressure indications with no engine or electrical warnings.
- Confirm both engine generators have accepted the electrical load.
- Return packs, bleeds and hydraulic controls to their normal operating configuration.
- Shut down the APU only after the electrical and pneumatic transfer is complete.
- Check flight controls, take-off trim, flaps, lights, anti-ice requirements and EICAS messages before taxi.
If the engines are being started during pushback, coordinate the parking brake, tug and engine sequence rather than releasing the brake early. The correct MSFS pushback procedure covers the toolbar, tug controls and common brake-related problems.