You spent the money. Maybe it was on sale, maybe it wasn't -- either way, you're now the owner of the Fenix A320, arguably the most accurate airliner simulation ever made for Microsoft Flight Simulator. You loaded into a cold and dark gate at Heathrow, stared at the pitch-black cockpit, and thought: "Now what?"

The Fenix A320 is not a default aircraft. It doesn't hold your hand. There's no automatic startup sequence you can trigger with Ctrl+E (well, there is through the EFB, but we'll get to that). The cockpit has over 300 clickable switches and buttons, the MCDU uses Airbus logic that's completely different from anything Boeing, and the aircraft models over 200 possible failures that can bite you at any moment if you have them enabled.

This guide takes you from a completely dead cockpit to ready for takeoff. Every step is in order. Every switch is explained. If you follow this from top to bottom, you will get airborne.

One note before we start: this guide is written for MSFS 2024, but the Fenix A320 works identically in MSFS 2020. The cockpit, procedures, and systems are the same across both simulators.

Affiliate disclosure: This guide contains affiliate links. If you purchase through these links, SimTuts earns a small commission at no extra cost to you. We only recommend products we genuinely believe improve the flight sim experience.

Before You Touch Anything: The EFB

The Fenix A320 comes with an Electronic Flight Bag -- a tablet mounted on the left side of the cockpit. Tap it to wake it up (it runs on its own battery, independent of aircraft power).

The EFB is your control centre for everything outside normal cockpit procedures:

Load fuel and passengers (the sim's native fuel/payload screen won't work properly with the Fenix)
Set ground services (GPU, chocks, stairs, catering)
Configure failures (those 200+ failure options live here)
Set weather and performance data
Access checklists and charts

For this startup, you'll use the EFB to:

Connect ground power -- go to the Ground Services page and enable the GPU (Ground Power Unit). This gives you external electrical power before the aircraft generates its own.
Set your fuel load -- go to the Payload/Fuel page. Enter your planned block fuel. The Fenix won't let you shortcut this through the MSFS menu.
Set passengers and cargo -- enter the number of passengers and cargo weight. This determines your Zero Fuel Weight, which you'll need for the MCDU later.
Enable chocks if you want to prevent rolling before pushback.

Write down or remember your ZFW (Zero Fuel Weight) and block fuel figures from the EFB. You'll need them when programming the MCDU.

Important: The EFB's Fenix app also has a Panel States menu that can load an instant Cold & Dark or Turn-Around (GPU/APU) state -- and you can set which one loads by default each time you spawn. Resist the temptation to jump straight to Turn-Around. You're here to learn the real procedure.

Phase 1: Electrical Power

The cockpit is dark. No screens, no lights, nothing. Everything starts with electricity.

Step 1: Battery Power

Look at the overhead panel, specifically the right side near the top. Find the two battery switches:

BAT 1 -- flip it ON
BAT 2 -- flip it ON

The cockpit will partially come to life. You'll hear some electrical sounds, and a few emergency instruments will illuminate. The overhead panel will show some warning lights -- this is normal. Everything is complaining because nothing else is turned on yet.

Battery power alone is limited. You can see some displays and warnings, but you can't run the full aircraft on batteries. You need external power.

Step 2: External Power

On the overhead panel, look for the EXT PWR (External Power) button. It's in the electrical panel section, roughly centre-left.

If you connected the GPU through the EFB, the EXT PWR button will show a green AVAIL light. Press it to connect external power.

The cockpit comes alive. Screens start booting. The PFD (Primary Flight Display) and ND (Navigation Display) will begin their startup sequences. The overhead panel lights up properly.

What if AVAIL isn't showing? Go back to the EFB and make sure the GPU is connected. If you spawned at a remote stand without ground power, you'll need to skip to APU start on battery power alone (the batteries have enough charge for this).

The Overhead Panel at First Power

When external power connects, you'll see a wall of warning lights on the overhead panel. Most switches will have their amber FAULT or OFF lights illuminated. This looks alarming but is completely normal -- you haven't configured any systems yet. Those lights will extinguish one by one as you work through the startup.

Step 3: ADIRS (Air Data and Inertial Reference System)

This is the single most time-critical item in the entire startup. ADIRS alignment takes approximately 7-10 minutes in the real aircraft (varying by latitude -- faster near the equator, slower near the poles), so you start it immediately after getting power. Everything else in the startup happens while ADIRS aligns in the background.

The ADIRS panel is on the overhead, left side. You'll see three rotary selectors labelled IR 1, IR 2, and IR 3 (some aircraft show them as ADIRS 1, 2, 3).

Turn all three selectors from OFF to NAV

The ALIGN lights illuminate on each unit. The alignment clock is now ticking.

The Fenix models this accurately. If you turn the ADIRS to NAV and immediately try to fly, your attitude and navigation displays will be unreliable or blank. You have two options:

Wait for full alignment (realistic, takes about 7 minutes) -- the ALIGN lights will extinguish when complete
Use instant alignment -- in the Fenix EFB settings, you can enable instant ADIRS alignment, which skips the wait

For learning purposes, use instant alignment. Once you're comfortable with the full procedure, try the realistic timing -- you'll find that ADIRS finishes right around the time you've completed your MCDU programming, which is exactly why real pilots start it first.

Why ADIRS matters: The Inertial Reference System provides attitude information (pitch, roll, heading) to the PFDs and navigation data to the flight management system. Without aligned ADIRS, your PFDs show red failure flags, the autopilot won't engage, and the MCDU can't navigate. It's the single most critical system on the aircraft.

ADIRS Mode	What It Provides	When to Use
NAV	Full attitude + navigation data	Normal operations (always use this)
ATT	Attitude only, no GPS/navigation	Emergency fallback
OFF	Nothing	Shutdown

Phase 2: Overhead Panel Scan

With ADIRS aligning and external power providing electricity, you can now work through the overhead panel. Real Airbus pilots do a systematic scan from left to right, top to bottom. You should too, because it prevents you from missing critical items.

The Fenix accurately simulates every overhead switch. Here's what matters for a standard startup:

Still on the overhead, check these:

NAV lights -- ON (if it's dark outside, or always for realism)
STROBE lights -- AUTO (activates at weight-off-wheels — the beacon handles anti-collision on the ground, strobes go on at the runway)
Seatbelt signs -- ON

Step 5: Fuel Pumps

Find the fuel panel on the overhead (centre area). You'll see six fuel pump switches:

Pump	Location
L TK PUMP 1 (main)	Left inner tank pump 1
L TK PUMP 2 (main)	Left inner tank pump 2
R TK PUMP 1 (main)	Right inner tank pump 1
R TK PUMP 2 (main)	Right inner tank pump 2
CTR TK L	Centre tank left pump
CTR TK R	Centre tank right pump

Turn ON all wing tank pumps (L TK PUMP 1, L TK PUMP 2, R TK PUMP 1, R TK PUMP 2)
Turn ON centre tank pumps ONLY if you have fuel in the centre tank (the Fenix will show LOW PRESSURE warnings if you turn on centre pumps with an empty centre tank)

The amber OFF lights on each pump switch will extinguish when turned on.

Step 6: Hydraulics

The A320 has three hydraulic systems: Green, Blue, and Yellow.

Verify the hydraulic pump switches are in their normal positions (they should be by default in cold and dark)
The PTU (Power Transfer Unit) should be ON
The RAT MAN ON button should be guarded and OFF (this is the Ram Air Turbine emergency deployment)

If all switches are in their default positions, the hydraulic section needs no action. The ECAM HYD page will show low pressure until the engines start -- this is normal.

Step 7: Electrical Panel Check

Verify in the electrical section:

GEN 1 -- ON (will activate when Engine 1 starts)
GEN 2 -- ON (will activate when Engine 2 starts)
APU GEN -- ON (should already be powering the aircraft)
BUS TIE -- AUTO

These should all be in their correct positions from the cold-and-dark state, but verify anyway.

Step 8: Air Conditioning and Pressurisation

Pack 1 -- leave OFF for now (they'll come on after the APU is started)
Pack 2 -- leave OFF for now
PACK FLOW -- can be left in LO or NORM
Cabin press mode -- AUTO (default)
LDG ELEV -- set to AUTO or the destination airport elevation

The packs need bleed air to run, which comes from either the APU or engines. Since we haven't started the APU yet (external power doesn't provide bleed air), the packs stay off for now. They'll come on once the APU is running.

Step 9: Fire Protection and Emergency

Quick scan -- verify:

Both engine fire switches are in the normal (pushed in) position
APU fire switch is normal
DITCHING button is guarded and OFF

Nothing to change here under normal circumstances.

Step 10: Anti-Ice

For now, leave anti-ice OFF unless you're in icing conditions:

Wing anti-ice -- OFF
Engine 1 anti-ice -- OFF
Engine 2 anti-ice -- OFF

You'll turn engine anti-ice on during taxi if conditions require it (OAT at or below 10 degrees C with visible moisture).

Phase 3: MCDU/FMS Programming

This is the big one. The MCDU (Multipurpose Control and Display Unit) is the Airbus equivalent of Boeing's CDU/FMC, but the logic and page structure are completely different. If you've programmed a PMDG 737, forget everything you know about page flow. Airbus does it differently.

Want to practise MCDU programming without loading the sim? Our free A320 MCDU Trainer lets you work through INIT page setup, route entry, and performance configuration in your browser with guided scenarios and instant feedback.

The Fenix A320 has two MCDUs -- one on each side. They access the same flight management system, so you can program from either side. By convention, the captain (left seat) does most of the FMS programming.

The MCDU Keyboard Layout

Before diving into pages, know your MCDU keyboard:

Line Select Keys (LSKs) -- six on each side of the screen (L1-L6 on the left, R1-R6 on the right). These are how you enter data into specific fields.
Scratchpad -- the bottom line of the MCDU screen. When you type on the keyboard, text appears here first. Then you press an LSK to put it into a field.
Page keys -- dedicated buttons for INIT, F-PLN, PERF, DATA, etc.
SLEW arrows -- up/down arrows to scroll through pages
CLR -- clears the scratchpad (hold to clear error messages)

The fundamental Airbus MCDU workflow is: Type in the scratchpad, then press the LSK where you want it to go. This catches everyone out initially if they're used to Boeing's approach.

Step 11: INIT A Page (Flight Initialisation)

Press the INIT button on the MCDU. This brings up the INIT A page.

Fields to fill in:

Field	LSK	What to Enter	Example
CO RTE	L1	Company route (optional)	EGLLLFPG1
FROM/TO	R1	Departure/arrival ICAO codes, separated by /	EGLL/LFPG
FLT NBR	L3	Your flight number	BAW304
COST INDEX	L5	Airline cost index (0-999)	35
CRZ FL/TEMP	L6	Cruising flight level	FL350

FROM/TO is the most important field. Type your departure and arrival airports in the scratchpad (e.g., EGLL/LFPG) and press R1. The MCDU loads the navigation database for those airports.

Flight Number is optional but useful for ATC if you're flying on VATSIM or IVAO.

Cost Index controls the balance between fuel economy and time. A cost index of 0 means "save all the fuel" (fly slowly), while 999 means "get there fast" (burn more fuel). For most flights:

Short-haul European: 20-40
Medium-haul: 30-50
If you don't know, use 30

CRZ FL/TEMP sets your planned cruising altitude. Type the flight level (e.g., FL350 or just 350) and press L6. The temperature field auto-fills based on the standard atmosphere, but you can override it if you have real weather data.

After entering FROM/TO, you can also enter an ALTN (alternate airport) on L2. Company routes (CO RTE at L1) are pre-stored flight plans — for manual entry, skip this and we'll build the route on the F-PLN page.

Step 12: F-PLN Page (Flight Plan)

Press the F-PLN button. This is where you build your route.

Your departure and destination airports should already appear (from INIT A). Between them, you need to add waypoints.

To enter a route manually:

The flight plan shows your departure airport at the top and destination at the bottom
Press the LSK next to where you want to insert a waypoint (usually the line below the departure airport)
Type the waypoint identifier in the scratchpad (e.g., DVR for Dover VOR) and press the appropriate LSK
The MCDU inserts the waypoint and opens a LATERAL REVISION page -- you can press RETURN to go back to F-PLN, or use this page to insert departures/arrivals
Repeat for each waypoint along your route

The faster way -- using airways:

Instead of entering each waypoint individually, you can enter an airway and the exit waypoint:

Press the LSK next to a waypoint already in your plan
On the LATERAL REVISION page, select AIRWAYS (R5)
Type the airway identifier (e.g., UL9) in the scratchpad, press L1
Type the exit waypoint (e.g., KONAN) in the scratchpad, press R1
Press INSERT to confirm

This builds the entire airway route between your selected waypoint and the exit point, automatically including all intermediate waypoints.

Selecting a SID (Standard Instrument Departure):

On the F-PLN page, press the LSK next to your departure airport
This opens the DEPARTURE page
Select your runway (press the LSK next to the desired runway)
Scroll through available SIDs and press the LSK next to your chosen SID
Select the transition if applicable
Press INSERT to confirm

Selecting a STAR and Approach:

On the F-PLN page, press the LSK next to your destination airport
This opens the ARRIVAL page
Select your STAR first, then the approach type (ILS, RNAV, VOR, etc.)
Select the approach runway
Select the VIA (transition) if applicable
Press INSERT to confirm

Common mistakes when building the flight plan:

Forgetting to press INSERT -- this is the Airbus equivalent of EXEC on Boeing. If you don't press INSERT, your changes aren't saved.
Entering waypoints in the wrong order -- the F-PLN page scrolls. Make sure you're inserting at the right position.
Using the wrong format for airways -- use the AIRWAYS function from the LATERAL REVISION page, not the main F-PLN page.
Discontinuities -- if you see a row of dashes (- - - - -) in your flight plan, that's a discontinuity (a gap in the route). You need to clear it by pressing the LSK next to the waypoint below the discontinuity, then pressing the LSK next to the discontinuity itself. This "closes" the gap. Leaving discontinuities in your route will cause the aircraft to revert to heading mode when it reaches the gap.

Step 13: INIT B Page (Fuel and Weight)

Press the INIT button again, then press the right arrow or NEXT PAGE to get to INIT B (or it may appear automatically after INIT A is complete).

This is where you enter your weights:

Field	LSK	What to Enter	Example
ZFW/ZFWCG	R1	Zero Fuel Weight and CG	54.3/28.0
BLOCK FUEL	R2	Total fuel loaded	8.5

ZFW (Zero Fuel Weight) is the weight of the aircraft plus passengers and cargo, but without fuel. Get this from the EFB -- it calculates it from your passenger count and cargo weight. Enter it in thousands of kg (e.g., 54.3 for 54,300 kg). The CG (Centre of Gravity) is entered after a slash -- the EFB shows this too.

Block Fuel is your total fuel on board. Enter it in thousands of kg (e.g., 8.5 for 8,500 kg).

Once you enter these values, the MCDU calculates:

TOW (Takeoff Weight) -- displayed automatically
LW (Landing Weight) -- displayed automatically
Trip fuel -- how much fuel the flight plan requires
Extra fuel -- what's left over after trip fuel and reserves

If the MCDU shows TOW or LW in amber, your aircraft is overweight. You need to reduce fuel or payload.

Tip: The Fenix will also show fuel predictions for each waypoint in the flight plan once INIT B is complete. Check the F-PLN page -- each waypoint now shows predicted fuel remaining. If any waypoint shows an amber fuel figure, you're cutting it close.

Step 14: PERF Page (Performance)

Press the PERF button. The PERF page changes based on your flight phase. On the ground, it shows the TAKEOFF performance page.

Fields to fill in:

Field	LSK	What to Enter	Example
V1	L1	Decision speed	138
VR	L2	Rotation speed	140
V2	L3	Takeoff safety speed	145
TRANS ALT	L4	Transition altitude	6000
THR RED/ACC	L5	Thrust reduction/acceleration altitude	1500/1500
FLAPS/THS	R3	Takeoff flap setting and trim	1/UP0.5
FLEX TEMP	R4	Flex takeoff temperature	58

Where do the V-speeds come from? In real operations, pilots use performance tables or an EFB app to calculate V1, VR, and V2 based on weight, temperature, runway length, and flap setting. The Fenix EFB has a takeoff performance calculator that does this for you. Use it.

If you don't want to use the calculator, here are rough ballpark V-speeds for a typical A320 departure at medium weights (~68,000 kg TOW, Flaps 1+F):

Speed	Typical Range (knots)
V1	130-145
VR	132-148
V2	135-155

These vary significantly with weight, temperature, and runway conditions. Always calculate them properly -- wrong V-speeds are one of the most dangerous errors in aviation.

FLAPS/THS: Enter the takeoff flap setting. The A320 typically departs with Flaps 1+F (entered as 1 for the flap field on the left side of R3). THS (Trimmable Horizontal Stabiliser) is the pitch trim setting for takeoff -- enter the value from the loadsheet or EFB. Format is like 1/UP0.5 meaning Flaps 1, trim UP 0.5 units. If the CG is around 25-30%, a typical THS is between UP0.3 and UP1.0.

FLEX TEMP: Flex temperature is the Airbus version of reduced/derated takeoff thrust. Instead of using full TOGA thrust, you tell the engines "pretend it's this temperature outside," which reduces thrust to save engine life and reduce noise when the runway is long enough.

A flex temp must be higher than the actual outside temperature. Typical flex temps are 40-65 degrees C. If you enter a flex temp that's too high (not enough thrust for your weight and runway), the MCDU will reject it.

If you don't want to use flex thrust: Leave the FLEX TEMP field blank. The aircraft will use full TOGA thrust for takeoff.

Transition Altitude: This is the altitude where you switch from local QNH to standard pressure (1013 hPa / 29.92 inHg). It varies by country:

Region	Typical Transition Altitude
UK	3,000 ft (6,000 ft in London TMA)
Europe (most)	5,000 ft
USA	18,000 ft
Middle East	13,000 ft

Enter the correct value for your departure airport.

THR RED/ACC: Thrust reduction altitude is where the engines reduce from takeoff thrust to climb thrust. Acceleration altitude is where the aircraft accelerates from V2+10 to climb speed and retracts flaps. Both are typically set to 1,500 ft AGL but vary by airport noise procedures. The MCDU often auto-fills these from the SID data.

PERF Page Summary

When the PERF page is complete, all fields should show values (not dashes or boxes). The page title should show "TAKE OFF" and the phase indicator should be green. If any field is amber or shows a warning message, something needs attention.

Phase 4: FCU (Flight Control Unit) Setup

The FCU is the long panel between the two windscreens, sitting above the main instrument panel. It's the autopilot control interface and one of the most important panels in the cockpit.

Step 15: Set the FCU

Before departure, set:

Speed window -- should show dashes (---) for managed speed. If it shows a number, pull the speed knob to go to selected mode, then push it in for managed mode. Managed mode (dashes) means the FMGS controls the speed.
HDG/TRK window -- should show dashes for managed lateral navigation. Same principle -- push in for managed.
ALT window -- set your initial cleared altitude. This is whatever ATC cleared you to initially (often the SID altitude). Rotate the altitude knob to set it. In most of Europe, the initial altitude is often the SID altitude or a radar vector altitude like 6,000 ft.
V/S or FPA window -- leave at 0 / not active

Managed vs Selected -- the core Airbus concept:

This is fundamental to understanding the A320 and trips up every Boeing convert.

Managed mode (knob pushed in, dashes on display): The FMGS controls this parameter based on the flight plan and performance data you entered. The aircraft decides what speed to fly, what heading to follow, etc.
Selected mode (knob pulled out, value shown on display): You are manually commanding a specific value. The aircraft flies exactly the number shown.

For departure, you typically want:

Speed: Managed (dashes) -- the FMGS will command the correct V2, then acceleration speeds, then climb speed
Heading: Managed (dashes) -- the FMGS will follow the SID
Altitude: Selected -- always set your cleared altitude here

Step 16: Barometric Reference (QNH)

On the FCU, to the right, you'll see the barometric setting (BARO). There's a QNH knob for each side (captain and first officer).

Rotate to set the current QNH for your departure airport
Pull the knob to select STD (standard 1013 hPa); push it to return to QNH (local pressure) -- on the Airbus, pull is always STD and push is always QNH
For departure, you want QNH set to the current local pressure

You can get the current QNH from:

The ATIS (set a COM radio to the ATIS frequency)
The EFB weather page
VATSIM/IVAO ATIS if flying online
SimBrief OFP

Phase 5: APU (Auxiliary Power Unit)

By now you've been working for about 5 minutes -- overhead scan, MCDU programming, FCU setup. Your ADIRS alignment has roughly 2 minutes left (if using realistic timing). This is the right time to start the APU.

The APU is a small jet engine in the tail that generates electrical power and bleed air. Once running, it replaces external power and provides the compressed air needed to start the main engines. There's no reason to start it earlier -- external power handles everything you've done so far, and starting the APU later saves fuel.

Step 17: APU Master Switch

On the overhead panel, find the APU section (lower-left area of the overhead). There are two controls:

APU MASTER SW -- flip it ON (up position)

This opens the APU fuel valve and begins the APU's internal preparations. The APU FAULT light on the ECAM (the lower centre screen) may flash briefly -- this is normal during startup.

Step 18: APU Start

APU START -- press and release this momentary button

The APU begins its start sequence. Watch the ECAM lower display -- if it's showing the APU page (press the APU button on the ECAM control panel if not), you'll see the APU RPM climbing and EGT (Exhaust Gas Temperature) rising.

Wait for the APU to reach stable operation. This takes about 30-60 seconds. You'll know it's ready when:

The AVAIL light illuminates on the APU START button
The ECAM shows stable APU parameters (typically around 99% N speed)

Step 19: APU Bleed Air and Packs

Once the APU shows AVAIL:

APU BLEED -- press this button ON (located in the bleed air section of the overhead, near the top-centre)
Pack 1 -- ON
Pack 2 -- ON

APU bleed air now provides pneumatic power for the packs (air conditioning), compressed air for engine starting, and a pressurisation source on the ground. The packs will run on APU bleed until the engines start.

Timing note: If you're using instant ADIRS alignment in the EFB, you can start the APU whenever you like -- there's no alignment to wait for. If you're using realistic alignment, starting the APU about 5 minutes into your startup gives it time to spool up and be ready right as ADIRS finishes.

Phase 6: Before Engine Start

You've programmed the MCDU, set up the overhead, started the APU, and configured the FCU. Time to prepare for engine start.

Step 20: Set the Transponder

The transponder panel is on the centre pedestal, below the throttle quadrant area. Set:

Transponder code -- enter your assigned squawk code (for offline, use 2000 for IFR in Europe or 1200 for VFR in the US)
Mode -- set to STBY (standby) for now. You'll switch to AUTO or TA/RA before takeoff

Step 21: Beacon Light On

On the overhead lighting panel:

BEACON -- ON

This is the signal to ground crew that engines are about to start. In real operations, turning on the beacon tells everyone near the aircraft to stand clear.

Step 22: Request Pushback

If you're at a gate, you need pushback before engine start.

You can use:

The Fenix EFB's built-in pushback function
A third-party pushback addon (BetterPushback, etc.)
MSFS default pushback (Shift+P, though it's clunky)

Once pushback begins, you can start engines during the push. This is standard airline procedure -- it saves time.

Step 23: Packs Off for Engine Start

Before starting engines, turn off the air conditioning packs to give maximum bleed air to the engine starters:

Pack 1 -- OFF
Pack 2 -- OFF

You'll turn these back on after both engines are running, then off again briefly for takeoff.

Phase 7: Engine Start

The A320 uses a specific engine start sequence. Unlike Boeing aircraft where you manually control the start sequence with fuel cutoff levers, the Airbus automates most of it through the FADEC (Full Authority Digital Engine Control).

Step 24: Engine Mode Selector

On the centre pedestal, find the ENG MODE selector. It has three positions: CRANK, NORM, and IGN/START.

Turn the ENG MODE selector to IGN/START

This tells the FADEC that you intend to start engines. It arms the ignition system and prepares the start sequence.

Step 25: Start Engine 2 (Right Engine First)

Airbus convention is to start Engine 2 first. Why? Engine 2 powers the Yellow hydraulic system, which pressurises the parking brake accumulator. Starting Engine 2 first ensures the parking brake remains fully pressurised throughout the start sequence.

Move the ENG 2 MASTER switch to ON (flip it up)

The FADEC takes over automatically:

The starter motor spins up Engine 2
N2 (high-pressure spool) begins to increase
At approximately 16% N2 the igniters activate, then at ~22% N2 the HP fuel valve opens and fuel flow begins
EGT rises as combustion starts
N1 (low-pressure spool) starts to increase
The engine stabilises at idle (approximately 19-20% N1, around 59% N2)

What to monitor during start:

Parameter	Normal Range	Concern Threshold
N1 (idle)	19-20%	Should stabilise, not hang
N2 (idle)	57-60%	Smooth increase during start
EGT (peak during start)	<725 C (typical)	Exceeding limits = hot start
FF (fuel flow)	300-400 kg/hr at idle	Erratic = problem
Oil pressure	Rising	Should come up within 30 seconds

Hot start: If EGT rises above limits during the start sequence, you have a hot start. Move the MASTER switch back to OFF immediately. This is rare in the Fenix unless you have failures enabled, but know the procedure.

Hung start: If N2 stops increasing and doesn't reach idle speed, the start has stalled. Again, MASTER switch OFF.

Step 26: Start Engine 1 (Left Engine)

Once Engine 2 is stable at idle:

Move the ENG 1 MASTER switch to ON

Same monitoring process. Wait for stable idle.

Step 27: Verify Both Engines

After both engines are at stable idle, check:

Both N1 gauges show approximately 19-20%
Both N2 gauges show approximately 57-60%
Both EGT gauges are within limits
Oil pressure is in the green range for both engines
No amber or red ECAM warnings related to engines
The ECAM lower display should show the ENGINE page with all parameters normal

Step 28: Engine Mode Selector Back to NORM

Turn the ENG MODE selector back to NORM

This takes the start system out of the circuit. The engines are now running on their own.

Phase 8: After Engine Start

Engines are running. Now configure the aircraft for taxi.

Step 29: APU Bleed Off and Disconnect

Now that the engines are providing bleed air:

APU BLEED -- OFF

The packs will automatically switch to engine bleed air when you turn them back on. You can also shut down the APU to save fuel:

APU MASTER SW -- OFF

The APU will spool down and shut off. You no longer need it.

Step 30: Packs Back On

Pack 1 -- ON
Pack 2 -- ON

Cabin air conditioning is now running on engine bleed air.

Step 31: Ground Spoilers Arm

On the centre pedestal, find the speed brake lever:

Pull the speed brake lever back to the ARMED position

The green SPLRS ARMED memo will appear on the ECAM. Ground spoilers will now deploy automatically on landing.

Step 32: Flaps Set for Takeoff

On the centre pedestal, move the flap lever to your takeoff flap setting:

Position 1 -- Flaps 1 (most common for A320 departures; this gives you 1+F configuration)
Position 2 -- Flaps 2 (used for shorter runways or higher weights)
Position 3 -- Flaps 3 (rare for takeoff, sometimes used at very short fields)

Verify on the ECAM that the flap indicator shows the correct setting and that both slats and flaps are in their expected positions.

Your PERF page flap setting should match what you've physically selected.

Step 33: Flight Controls Check

This is a standard Airbus procedure after engine start:

Move the sidestick full left, full right, full forward, full back
Watch the ECAM flight controls page (press the F/CTL button on the ECAM control panel)
Verify all control surfaces move correctly and in the right direction:
- Stick left: left aileron up, right aileron down, both elevators neutral
- Stick right: right aileron up, left aileron down, both elevators neutral
- Stick forward: elevators down (trailing edge down)
- Stick back: elevators up (trailing edge up)
Press both rudder pedals fully left and right and verify rudder movement

The Fenix accurately models all of these movements on the ECAM.

A note on hardware: The A320 uses a sidestick, not a yoke. If you're flying with a generic joystick, you'll manage fine, but a purpose-built sidestick like the Thrustmaster TCA Sidestick Airbus Edition makes the controls check feel right and gives you the correct grip angle for Airbus flying. Pair it with the TCA Quadrant Airbus and you get physical detents for CLB, FLX/MCT, and TOGA — which matters more than you'd think when you're trying to hit the right detent during the takeoff roll. Rudder pedals are worth having too — the A320's nose wheel steering and crosswind technique both benefit from proper pedal input. For a full comparison across all price ranges, see the best hardware for airliners guide.

Step 34: Autobrake

On the main instrument panel, find the autobrake panel:

Set to MAX for takeoff (this is the RTO -- Rejected Takeoff setting)

The autobrake in MAX/RTO mode will automatically apply maximum braking if you abort the takeoff (reject at high speed). This is a safety feature, not a landing setting.

For landing, you'll change this to LOW or MED during the approach briefing, but for now MAX is correct for departure.

Step 35: Nose Light and Runway Turnoff Lights

On the overhead lighting panel:

NOSE light -- TAXI (switch to T.O. for takeoff later)
RWY TURN OFF lights -- ON

Step 36: Takeoff Config Test

This is the final check before taxi. Press the T.O. CONFIG button on the ECAM control panel (some pilots press it on the overhead, depending on the aircraft variant).

The system checks:

Flaps are in a valid takeoff position
Pitch trim (THS) is in the green range
Speed brakes are retracted
Slats are extended
Parking brake logic

If everything is correct, you hear a single chime and see no warnings. If something is wrong, you'll get an aural warning and an ECAM message telling you exactly what's misconfigured.

Do not skip this step. It takes two seconds and catches configuration errors that could kill you on the runway.

Phase 9: Taxi

Step 37: Release Parking Brake

Release the parking brake (the lever on the centre pedestal)

If you enabled chocks in the EFB, remove them first via the EFB Ground Services page.

Step 38: Taxi to the Runway

A320 taxi tips:

Taxi speed: Normal taxi speed is around 20-25 knots on straight taxiways, 10 knots on turns. You control speed with thrust and braking. The A320 needs very little thrust to get moving -- a quick burst to about 25-30% N1, then back to idle. On flat ground, the aircraft will taxi at a comfortable speed with occasional thrust additions.
Nose wheel steering: Use the rudder pedals for small corrections. The A320 has a tiller for large-angle turns (over 6 degrees of nose wheel deflection), but in most sims, the rudder pedals are sufficient for all taxi manoeuvring.
Brake check: Do a brief brake check early in the taxi by pressing the brake pedals to verify they work. The ECAM will briefly show brake temperature rising.

Step 39: During Taxi -- Final Preparations

While taxiing, complete these items:

Transponder -- Switch from STBY to TA/RA (or AUTO on some variants). This activates the TCAS (Traffic Collision Avoidance System).
Takeoff briefing -- In real operations, this is where the crew confirms departure runway, SID, initial altitude, and emergency procedures. In sim, mentally review your departure.
Verify MCDU -- Glance at the F-PLN page to confirm your departure route is correct. Confirm V-speeds are entered on the PERF page.
Check ECAM -- The upper ECAM should show the engine display with no warnings. The lower ECAM should be clear or showing a benign status page.
Confirm your FMA (Flight Mode Annunciator) -- this is the top line of the PFD. Before takeoff, it should show nothing in the leftmost columns (thrust mode will appear at TOGA application) and your armed modes.

Phase 10: Lineup and Takeoff

Step 40: Approaching the Runway

When cleared to line up (or "position and hold" in US phraseology):

Nose light -- switch from TAXI to T.O. (takeoff)
Strobe -- confirm AUTO or switch to ON
Landing lights -- ON (both switches)
Pack 1 -- OFF
Pack 2 -- OFF (packs off for takeoff frees a little bleed air for the engines -- you'll turn them back on after passing the thrust reduction altitude. Note this is an optional performance technique: many operators take off with packs ON, and the Fenix flies fine either way)
Verify takeoff config is complete (press T.O. CONFIG one more time if you want)

Step 41: Lined Up on the Runway

You're on the centreline, engines at idle, feet on the brakes.

Final PFD check:

Speed tape shows current ground speed (should be 0 or very low)
Altitude shows your field elevation
QNH is set correctly
FMA shows your armed modes
V1, VR, V2 bugs should be visible on the speed tape (small markers or indications)

Final FCU check:

Altitude is set to your initial cleared altitude
Speed and heading are in managed mode (dashes)

Step 42: Takeoff Roll

When cleared for takeoff:

Release brakes
Advance the thrust levers smoothly to the FLX/MCT detent (if using flex thrust) or TOGA detent (if using full thrust)

The A320 thrust lever detents are critical to understand:

Detent	Position	What It Does
IDLE	Fully back	Engine idle
CLB	First detent forward	Climb thrust (managed by FADEC)
FLX/MCT	Second detent forward	Flex takeoff thrust / Max continuous
TOGA	Fully forward	Full takeoff/go-around thrust

For a flex takeoff, advance to FLX/MCT. The FADEC will apply the reduced thrust based on the flex temperature you entered in the MCDU.

For a full-thrust takeoff, advance to TOGA.

What happens after you set thrust:

The FMA (top of PFD) shows MAN FLX +XX (flex thrust) or MAN TOGA (full thrust) in the first column
Both engines spool up to takeoff thrust
Verify the thrust is set and symmetric by checking both N1 gauges
At 100 knots, the PFD announces this -- verify both PFDs agree. This is your last easy stop point. If anything looks wrong before 100 knots, reject.
At V1, you hear the callout. You are now committed -- beyond V1, you continue the takeoff even with an engine failure.
At VR, pull back smoothly on the sidestick. Aim for approximately 15 degrees pitch-up initially. The PFD has a guidance cue (the flight director bars) -- follow them.
Positive rate of climb confirmed -- gear up. Press the gear lever UP.
At V2+10, the FMGS commands acceleration (SRS mode). Keep following the flight director.

Step 43: Initial Climb

After takeoff:

The FMA should show SRS (Speed Reference System) for pitch guidance -- this maintains V2+10
At the thrust reduction altitude (typically 1,500 ft AGL), pull the thrust levers back to the CLB detent (the first detent). This engages FADEC-managed climb thrust. The FMA changes from MAN TOGA/FLX to THR CLB.
Packs back on -- Pack 1 and Pack 2 to ON. Now that you're past the critical takeoff phase, the engines can handle the bleed air demand.
The FMGS will command the aircraft to accelerate to green dot speed (clean configuration speed) while following the SID
As speed increases, the FMGS commands flap retraction. Retract flaps on schedule:

Speed	Action
F speed (shown on PFD speed tape)	Retract to Flaps 1 (slats only)
S speed (slat retraction speed)	Retract to Flaps 0 (clean)
Green dot	Clean configuration confirmed

Important: In the A320, after passing the thrust reduction altitude and pulling the levers to CLB detent, you should not touch the thrust levers again until landing (unless going around or in an emergency). The FADEC manages all thrust automatically. This is a fundamental Airbus philosophy -- if your hand is on the thrust levers during cruise, something has gone wrong.

At the transition altitude, switch the barometric reference from QNH to STD by pulling the baro knob on the FCU.

You're now flying. The SID is being followed automatically in managed lateral navigation, the FMGS is managing your speed and climb profile, and the aircraft is accelerating to its climb speed.

Common Mistakes and How to Avoid Them

After going through hundreds of A320 flights, these are the errors that catch people most often:

Forgetting ADIRS Alignment

The symptom: Your PFDs show red HDG and ATT flags. The autopilot refuses to engage. The MCDU shows no valid navigation data. The ND is blank or shows only raw radio navigation.

The fix: Go back to the overhead and check the ADIRS selectors. If they're still on OFF, turn them to NAV and wait for alignment. If you turned them to NAV but didn't wait long enough, be patient (or enable instant alignment in the EFB).

This is the number-one cold-and-dark startup error, which is why this guide has you turning ADIRS to NAV as Step 3 -- immediately after getting power. Everything else in the startup happens while alignment runs in the background.

Wrong or Missing V-Speeds

The symptom: The PFD speed tape doesn't show V-speed markers. During the takeoff roll, you get no V1 or rotate callouts.

The fix: Go back to the PERF page on the MCDU and enter V1, VR, and V2. All three must be entered for the takeoff guidance to work. If any are blank, the system won't provide callouts.

Takeoff Config Warning

The symptom: You advance the thrust levers and immediately get a loud, continuous warning alarm and "T.O. CONFIG" flashing on the ECAM.

The fix: Something isn't set for takeoff. Common causes:

Flaps not set (still in 0)
Speed brakes not retracted (or armed when they shouldn't be -- check the lever position)
Pitch trim outside the green range
Parking brake still set

Pull the thrust back to idle, fix the issue, and try again.

Forgetting to Manage Packs

The symptom: It's oddly quiet in the cockpit. The cabin temperature starts climbing. No airflow through the vents.

The fix: You forgot to turn the packs back on after engine start. Go to the overhead, Pack 1 and Pack 2 to ON. Packs cycle on and off three times during a normal startup: on after APU bleed, off for engine start, on after engine start, off again for takeoff, and finally on after passing the thrust reduction altitude. It's easy to lose track.

Flex Temp Lower Than OAT

The symptom: The MCDU won't accept your flex temperature entry, or the engines spool to full TOGA thrust despite setting flex.

The fix: Flex temperature must be higher than the actual outside air temperature. If it's 22 degrees C outside and you enter a flex of 20, it won't work. Enter a flex temp that's at least 1-2 degrees above OAT, though typically flex temps are 40-65 degrees C.

Forgetting to Close Flight Plan Discontinuities

The symptom: The aircraft follows the SID perfectly, then suddenly stops navigating and switches to heading mode. You're flying a straight line into nothing.

The fix: Go back to the F-PLN page and scroll through the entire route looking for discontinuities (rows of dashes). Close each one by pressing the LSK next to the waypoint below the discontinuity, then pressing it into the discontinuity line.

Not Setting Initial Altitude on FCU

The symptom: After takeoff, the aircraft levels off at whatever altitude was previously set on the FCU (often 100 ft if it was default).

The fix: Before takeoff, always set the FCU altitude to your initial cleared altitude. This is the altitude the aircraft will level at in the climb. You can then set subsequent altitudes as ATC clears you higher.

Thrust Levers Not in CLB Detent After Takeoff

The symptom: The engines are stuck at takeoff thrust (TOGA or FLX). The aircraft is accelerating beyond target speeds. The FMA still shows MAN TOGA or MAN FLX.

The fix: After passing the thrust reduction altitude, pull the thrust levers back to the CLB detent. This is a physical notch you can feel. In the Fenix, click to the correct position. Once in CLB, the FADEC takes over thrust management.

The Complete Checklist at a Glance

For quick reference once you know the procedure:

Electrical Power:

BAT 1 and BAT 2 -- ON
EXT PWR -- ON (if GPU available)
ADIRS 1, 2, 3 -- NAV (do this immediately -- alignment takes ~7 minutes)

Overhead Panel (while ADIRS aligns): 4. NAV lights -- ON, seatbelt signs -- ON 5. Fuel pumps -- ON (wing tanks; centre if fuel loaded) 6. Verify hydraulics and electrical in normal positions

MCDU: 7. INIT A -- FROM/TO, FLT NBR, COST INDEX, CRZ FL 8. F-PLN -- Route, SID, STAR 9. INIT B -- ZFW/ZFWCG, BLOCK FUEL 10. PERF -- V1, VR, V2, FLEX, FLAPS/THS, TRANS ALT

FCU: 11. Altitude -- set initial cleared altitude 12. Speed/Heading -- managed (dashes) 13. Baro -- set QNH

APU (start ~5 min into startup, when ADIRS has ~2 min left): 14. APU MASTER SW -- ON 15. APU START -- press, wait for AVAIL 16. APU BLEED -- ON, Pack 1 and Pack 2 -- ON

Before Start: 17. Beacon -- ON 18. Packs -- OFF (temporary, for engine start) 19. ENG MODE -- IGN/START

Engine Start: 20. ENG 2 MASTER -- ON, wait for stable idle 21. ENG 1 MASTER -- ON, wait for stable idle 22. ENG MODE -- NORM

After Start: 23. APU BLEED -- OFF, APU MASTER -- OFF 24. Packs -- ON 25. Ground spoilers -- ARM 26. Flaps -- set for takeoff 27. Flight controls -- check 28. Autobrake -- MAX (RTO) 29. T.O. CONFIG -- test

Taxi and Takeoff: 30. Transponder -- TA/RA 31. Nose light -- T.O. (at runway) 32. Landing lights -- ON (at runway) 33. Packs -- OFF (for takeoff performance) 34. Thrust levers -- FLX/MCT or TOGA 35. At VR -- rotate, 15 degrees pitch 36. Positive climb -- gear up 37. At THR RED altitude -- thrust levers to CLB detent, packs back ON

What to Learn Next

Getting from cold and dark to airborne is the first milestone. Once you're comfortable with this startup, the next challenges are:

Descent and approach management. The A320's FMGS handles descent planning, but you need to understand managed descent (the aircraft follows the computed profile) vs open descent (you control the rate). The MCDU's PERF APPR page needs configuring for approach speeds and minima.

Autoland. The Fenix A320 is fully capable of CAT III autoland (automatic landing in zero visibility). Getting it set up correctly requires understanding the approach phase of the FMGS, localiser and glideslope capture, and the callout sequence below 500 ft.

Failures. The Fenix models over 200 failures. Once you're confident in normal operations, enable random failures and learn to manage an engine flame-out, electrical bus failures, hydraulic losses, and FMGS degradation. This is where the A320's ECAM philosophy truly shines -- the system tells you exactly what failed and what to do about it, in order of priority.

VATSIM and IVAO. Flying the A320 on an online network adds real ATC communication, other traffic, and the need to respond to clearances in real time. Your startup procedure needs to be fast enough that you don't block a gate for 45 minutes while you program the MCDU.

SOP (Standard Operating Procedures). The procedure in this guide follows general Airbus operating principles, but real airlines have their own SOPs with slight variations. If you want to go deeper, look up real A320 FCOM (Flight Crew Operating Manual) documents or Airbus's training materials. The Fenix's accuracy means real-world SOPs apply almost perfectly.

Practise MCDU programming in your browser. If you want to drill the MCDU workflow without loading the full simulator, try our free A320 MCDU Trainer — guided scenarios covering INIT page setup, route entry, and performance configuration with instant AI feedback.

Flying Boeing? If you also fly the PMDG 737, our 737 cold and dark startup guide covers the same ground from a Boeing perspective — useful for understanding the differences in FMC programming, engine start procedure, and overhead panel flow.

The Fenix A320 is one of the deepest simulations available for MSFS. The startup alone teaches you more about systems management than hundreds of hours of flying default aircraft. Take your time learning it properly, and everything else in the Airbus world will make sense.

If you've followed this guide and things still aren't clicking — or you want someone to watch your screen and spot exactly where you're going wrong — consider booking a session with one of our experienced flight sim tutors. The Fenix A320 has a lot of depth, and a 30-minute session with a tutor who knows the aircraft inside out can save you hours of frustration. Browse available tutors and find one who specialises in Airbus systems.

The other side: if you're confident with the Fenix and could walk someone through this in real time, become a SimTuts tutor. You set your own rate, pick your own hours, and get listed on the dedicated lesson page for skills you can teach.

Fenix A320 Cold and Dark Startup: Complete Step-by-Step Guide