Interestingly I’ve encountered an issue where my content manager wouldn’t load. I removed everything, and added one by one. Until i got to the Fenix and the installed liveries, and it wouldn’t load the content manager. So it seems that the aircraft or the liveries conflict sonehow.
Edit: it isn’t the aircraft itself. Just added that without the liveries from the livery editor. So it must be something in those.
Anyone encountered this issue?
Hi everyone,
Further to my first round of testing (here: [RELEASED] Fenix High-Fidelity A320 Discussion - #1952 by FSAcademyLTD) I have found a series of similar issues, which hopefully can be addressed. I have not had a response from Fenix after reporting to them the first list, but will send this one over to them also, so that it is on their radar:
Unable to reach G limits
Even with high speeds and full stick input, I cannot reach the 2.5G G limit when in clean configuration. best I have seen is about 2.1, as indicated on the SD.
High Alpha Flaps1 Pullup
When in Angle of Attack protection, extending Slats 1 produces a severe G and pitch increase, which is enough to trigger the stall warning and pitch angle of over 20deg nose up, all with neutral sidestick.
Parking Brake light
PARK BRK exterior indicator light on nose gear should be amber, rather than red.
A.FLOOR Activation AoA
Alpha Floor appears to trigger at about 1degree AoA too late. For example, in clean config, AoA 9.5 should trigger A.FLOOR, but not seen to trigger (according to simvars) until approx 10.5. Happens for other configs also. Sidestick angle also has an influence on A.FLOOR, so perhaps only this aspect is simulated.
ECAM Advisories
When an advisory condition is detected (for example engine vibration) an [ADV] box should appear in the upper ECAM display.
Gear Lever Lock
The gear lever should be locked up and impossible to cycle when IAS >260kts inflight.
ADR 1+2 Fault
Should cause flap lever position 1 to give 1+F inflight. GPWS TERR should fault with fault light.
Flaps 3 ECAM
FOR LDG…USE FLAP 3 in STATUS page should be replaced by FOR LDG : USE FLAP 3 when CONFIG 3 is achieved.
EMER CANC List
Pressing EMER CANC button causes a long list of white entries on the E/WD, even if no failures are present.
ALTITUDE ALERT
ALT ALERT should be inhibited when gear LOCKED DOWN rather than SELECTED DOWN (unless slats extended)
FLAP OVERSPEED
A/THR should not reduce thrust to help avoid a FLAP overspeed.
SKY POINTER
Sky pointed should not become amber when bank above 33deg.
MECH HORN
Appears to be inaudible. IRL can be heard from cockpit when MECH button pushed.
APU START DELAY
APU START button inhibited for short delay after APU MASTER ON. A wait of 3sec between MASTER and START is a best practice, not an aircraft limitation.
AUTOMATIC SPEED PROTECTION
This mode activates to reduce V/S in order to prioritise speed. For example, setting V/S +6000 will cause speed to decay, triggering speed protection when at VLS…
When activated by climb, should triple click, unless AP OFF
Descent activation not functioning.
LGCIU 2 FAULT
CVR test, Nose and Logo lights should be INOP. Wing A.ICE should remain on on ground after 30sec test.
ABNORMAL ATTITUDE
Abnormal attitude law not simulated. Activates when extreme bank/pitch angles reached, remaining in ALTN LAW until end of flight (incl with gear DN).
SEC 1+2+3 FAULT
If AP disengaged, should not be able to re-engage.
Direct Law should trigger when Flaps 2 set, rather than gear down for this failure.
FLIGHT FREEZE
Not functioning correctly. Control is lost but aircraft continues to pitch/roll as it was when freeze enabled.
PTT FAULT
After failing sidestick trigger PTT, unable to remove fault using MAINT menu.
BARO KNOB
Turning the baro knob when in STD mode causes the QNH value to be changed, which can be seen when re-enabling QNH mode. Turning knob in STD should have no effect on QNH.
FCU PULL AND TURN
Turning an FCU knob whilst pulled should not cause the set value to change. The very original A320s allowed this to happen, but was resolved on all airframes over 10yrs ago.
DC BUS 1+2 FAULT
Tyre Pressures (TPIS) Brake Temp and Brake Fans, Eng Oil Temp+Qty should all be INOP with this failure. ELAC2 should fail after 30secs but be recovered when gear extended.
LCD CLICKSPOTS
Several clickspots on FCU, DDRMI (hidden or not) and BATT VOLT allow a 2D pop-out, displaying various LCD figures from around the cockpit.
I’ll report these to Fenix and hopefully get an acknowledgement for this and the first set (linked above). Now that the more urgent performance issues seem to be under control I hope that Fenix can get to correcting and improving on this great plane, which has huge potential.
All the best,
David
FS ACADEMY
Does anyone know when the IAE V2500 turbines for the Fenix Airbus will be ready? I am sure Fenix will be the first team creating a spinning low-pressure turbine in the exhaust.
I’m keeping an eye on the Fenix Discord and i am not expecting it anytime soon. That way, it might come as a pleasant surprise when it does drop.
In that vein, the US World Update was a happy coincidence, as my tour of the mainland US State Capitals in the Fenix A320, had my next leg as Columbia to Atlanta, so I was able to benefit from the updated visuals on approach.
I did flight this afternoon EGAA TO EGTS, programmed my MCDU, sid and STARS all programmed in, easy no worries.
ATC gave me a different STAR and runway on arrival thought no problem programmed my MCDU, Pressed insert…got error message “SELECT HDG/TRK FIRST”…Now thats what I love…soon will have failures, just out of the blue with passengers.
I love VFR but LOVE IFR, which is improving over time.
It’s just telling you to pull out the hdg knob, so that the aircraft stays on a level track while you amend the flight plan. when you’ve done selecting the new arrival/approach, you can just push the hdg knob back in again.
Thank you For quick reply, at the time didnt have a clue, I had to google it. Worked it out. But appreciate it. I landed safely, NO go arounds,dont think I could of coped without a co-pilot.
How about the Fenix Airbus equipped with IAE V2500 turbines and a P2F freighter conversion with accessible cargo room that looks similar than the cockpit backoffice + cargo room of the P3D Captain Sim 757 freighter coming this christmas?
That would be awesome! Instant-buy!
I believe it should only happen if you overflew a waypoint during the reprogramming.
I am using the the TCA Sidestick Airbus, I find it very annoyed when I want to disconnect the autopilot on final approach, I have to press the red button (default) on joystick, then comes very long Master Caution warning until I click the mouse there again.
I see many Youtube videos they just press the button once and the disconnect sound comes very shortly and once.
I try to look at some instructions here and on Youtube, but not sure which key binding is the correct one if I use the settings in Sim:
Or should I combine some of above options for one button simultanously?
It’s supposed to be set to Autopilot Off:
The AP disengage sound continues until pressing the AP disconnect button a second time. First press disengages, second press cancels the alert. So when disconnecting AP on purpose you usually press it twice in quick succession and you’ll only hear a very short alert.
As seen in videos from real pilots you can not turn on the ap as it is binded. If you want it real change it to ap off and turn the ap on in the plane. So you dont get the annoying sound this long. I changed it too.
Bought this plane recently, done a few flights in it. WOW, is it EVER so immersive! What a fantastic overall experience. I’ve been grinding the PMDG 737 for over a month, so I’m still very much in my Boeing ways, but I am getting better at flying this bird 
! Between this and the 737, short-medium haul flying has now gotten very interesting. This is like the PMDG of Airbus, or an FSLabs equivalent.
I have a question when I Land a message on MCDU pops up “initialize weights”
Does this mean the weight entered in MCDU is different from actual weight?
Do I need todo anything
I’m guessing that this is for turnaround scenarios, which I never do.
The AP disengage sound continues until pressing the AP disconnect button a second time. First press disengages, second press cancels the alert. So when disconnecting AP on purpose you usually press it twice in quick succession and you’ll only hear a very short alert.
That is what happening to me now. I am not sure how it works on real A320.
However I am confused and not quite sure what did you mean by “press it twice”?
When I press the red button once, it disconnects AP and the alert sound lasts so long until I click the mouse there in master caution to disbale alert (like me now and some other simmers I saw on Youtube). When I press the red button twice (slow or quick) it just deactivate or activate AP mode sequencely again.
I see other videos on Youtube, either Fenix or in real A320, they just press the button once and the alert sound come once, I do not see they click anything else again to disable the alert sound on Master caution warning.
From the video link above of 320 Sim Pilot, he set up like this:
Some other have other tips (perhaps they use 3rd control setting apps which I am not sure).
My hope is I could config my Sidestick in a way that when I simply press the red button once after take off, it will turn AP on. And on final approach, I press the red button once, it will turn AP off with short alert sound and silent itself (which I see how it works in some Fenix and also real A320 videos).
Ok on the real aircraft first click disengages the AP, second press cancels the aural alert. You can’t engage the AP with the disconnect button on the sidestick.
