According to their discord announcement yes.
. Mate i know exactly what you mean…
I’m currently in turkey and did the amazing hotair balloons so not at my virtual cockpit
Did you try again…
In a nut shell…
Manual speed control armed (300/240/210) especially if plane is struggling to keep up with rnav/vnav which happens around the 10000 mark and especially doing those complex RNP approaches where there are various speed restrictions and especially when you want to use flaps as when you select slats/flaps 1??? Definitely if you select flaps 2… your app mode activates and manage speed mode will slow you right down to your landing speed and will mess up your decent profile…
When you select manual speed remember to activate app mode…
When your basically on your approach be it loc/ils/RNP app armed/activated I select manage speed mode, lower landing gear/flaps when applicable and let the plane do the rest until you want to take control for landing (if your not doing a auto land)
But…
I found that when doing those long drawn out Stars like at Milan or Barcelona or approaches and especially without many way point speed restrictions… I often find that the plane dose quite well with managed speed control all the way through to loc/ILS/rnp capture and through to flaps and gear activation, just rember to use speed brake a bit…
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Following both an MSFS update and updating my Navigraph navdata today, the MCDU in my A321 IAE does not appear to have any navdata at all.
I’ve tried other aircraft, including a PMDG 737-700, which seems to get its Navigraph navdata updates in a similar way to the Fenix aircraft, and they all appear to be working as they should.
Could somebody offer any assistance with this, as the aircraft is effectively unflyable without any navdata.
BTW, I’ve uninstalled and reinstalled all of the navigraph data and all of the Fenix aircraft appear to be affected in the same way.
I had done that thanks, several times, and finally sorted the issue by uninstalling all of the Fenix aircraft and then reinstalling them again. I’m back in the air again \o/
Anyone ever see the trim wheel stuck (on zero) /un moveable manually. I mean it’s usually locked up until engines/hydraulics start, but this morning on the A319 CFM it was stuck on 0 trim at all times (even after engine start/during taxi etc) until I took off and the aircraft AP took over and started auto trimming. I’ve not had this issue before and have previously been able to manually set trim up no problem, and I’ve done a fair few flights in the various variants now. I’m hoping it was just a one off. Or is there something else entirely that I’m overlooking?
The last two flights, I had a speed increase on final. I was stabilized, RNAV approach, 140 knots and coming over the runway threshold (auto throttle on, autopilot off) and the speed began to increase. I was at 160 with a few seconds. Very annoying. Starting to think I need to go without autothrottle for landings and just manually control the speed.
That doesn’t happen to me and I usually hand-fly the A320 with A/T enabled. About 30 feet above the ground I quickly move the throttles to idle and have it in idle detent during the retard callout.
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If you have AP off and manage to get the speed too low then the anti stall (alpha floor protection) can kick in and put the plane into TOGA thrust. It surprised me the first time.
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Interesting. I had A/T engaged, I assumed that it wouldn’t let me get into a low speed condition in the first place. That said, I supposed I could have been adjusting upwards to track the G/S, could that have caused airspeed to bleed off even with A/T engaged, to the point that the anti-stall programming jumped in and went to TOGA on me?
I’m certain this is what’s happened to me before.
I believe it also goes TOGA if the throttle levers are not moved to the idle detent by the time when there’s the retard callout heard. And if you had the alpha floor protection kicked in, I think you would see a warning on your PFD.
If that is true, then there must be at least a bit of a delay, after the “retard” callout, before it goes into TOGA, as I normally wait for the callout before pulling the levers back into IDLE.
I’ll give it a try and see how long it takes to get bored of waiting for me to go to IDLE. 
I’m not sure, I’ve never tried. That’s only my presumption. But alpha floor can be easily recognized, had that once after take-off with Fenix’s very first v2 build because there was a bug in A/T which they patched later.
I have vague recollections, which is pretty normal nowadays, of getting into alpha floor mode on take-off in the FF Ultimate A320, years ago. That might have been something to do with not pulling back into CLB, or I might have just raised the flaps too soon.
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I had a similar issue with the A319 before and I always fly manual control + manual thrust.
Just over the runway treshold, the aircraft experienced a weird accelaration and a sharp right bank. It felt too buggy to have been a windshear.
You should know if the plane goes alpha floor and toga lock because it makes a noise and you have to move the throttle levers to re-engage the autothrottle. Alpha Floor and TOGA LK - FlyByWire Simulations Documentation
One thing to be aware of on the Airbus is the behaviour of the autothrottle interacting with the flight director.
If the flight director is visible on either side PFD then the autothrottle assumes you will follow it and will control the thrust accordingly. The advantage of this mode is that it helps maintain a more steady energy state in the plane, the disadvantage is if you don’t follow it then it’s easy to end up with too high an AoA for the airspeed.
If you want to have the autothrottle behave in the traditional simpler way where it does everything it can to target a set airspeed while you waggle the stick around then you need to turn the flight directors off on both sides, then it goes into its basic speed mode. You’ll probably hear the engines spool up and down a lot more if you are not maintaining a steady AoA and glide path in this mode.
IANAP so do your own reading on this, I may have inaccuracies in my explanation.
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I don’t think that’s the case. In fact you can get multiple retard callouts if you are slow to move the levers to idle. If you have any references to this behaviour I’d certainly like to learn!
Does anyone here fly the A321 IAE, on flights of greater than say 1,000nm and have you noticed that you can run much lower on fuel, at your destination, than the MCDU was suggesting at the start of the flight?
As an example, on my latest flight, the MCDU was predicting a dest FOB, before takeoff, as 3.9t, but I eventually landed, almost 5 hours later, with less than 1.2t in the tanks. A lot of the flight, from Cairo to East Midlands, was into a fair headwind, so winds might well be a cause.
I’m possibly doing something wrong with the setup of winds etc, but I’d not had any issues previously with the A320, so not sure what. My setup of windspeeds and, as I’m inserting winds before the flight, the difference between those winds and those within MSFS appears to be a possible, if not probably cause.
This is not the only flight that I have experienced something similar and I have yet to have one where the FOB at landing is greater than that estimated at start of flight. That might just be the roll of the dice however.
Apparently I’m somehow supposed to compare the MCDU with the winds in MSFS, but don’t really understand how I am supposed to do that?
Well, probably my wrong assumption. I’ll try to keep it longer in the CL detent next time. I haven’t done a go-around for a very long time now anyway.