Regarding the switch controls, it may seem a bit backwards from a grammar standpoint (shutoff on, etc), as you point out, but it's true to the real aircraft and there is a good reason for it. The thing to remember about the guarded switches is that the guard down position is the normal position for that switch, whatever it is. And the label identifies the control. This makes it simple for a pilot to perform a desired action quickly. If you want to cut APC out quickly, find the APC Cutout switch, lift the guard and pull the switch back. No need to fuss about with which way is which. The switch label describes what will happen if you lift the guard and pull the switch.

Thank you very much for your explaination/instructions.

DO NOT UNINSTALL AUTOORTHO I REPEAT DO NOT UNINSTALL IT I WAS GONNA UNINSTALL IT AND IT WIPED MOST OF MY FILES AND LOST A LOT OF APPS AUTOORTHO IS NOT INNOCENT ITS NOT INNOCENT

Sir, where are you buying this for approx 30. 000 usd? I didn't find this in Europe.

nice cat

Hi, Thank you so much for the time and effort that you put into the stream. Sorry to hear you were unwell, but I hope you are better now. All the best to you and your loved ones. So enjoyed the stream Yours Faithfully Kindness Regards Steve

Would you recommend this aircraft on April 2024?

Gotta say that I found the constant zooming and panning very disconcerting. Perhaps consider for future videos.

why cant i push back

Bro seriously keep up the good work!

FYI, don't let the installer install the AutoOrtho program in Program Files directory.. it will never run..Only to the root of your drive! And if you (as i did) install it, just Cut and Paste to root..

When freeware is better than payware

Amazing channel, you just got yourself a new sub.

Incredible that this video only has 1.2K views, very nicely explained and thorough. I'll need a note pad and reviewing this video several times to assimilate all the stuff.

I thought it was my wife operating the plane. What a nightmare mate STFU

No 'V1' callouts?

Helpful…..subbed

XPlane 12 is more like XPlane 11.8...Auto Ortho is not soo good with XP11 or XP12

How did you enable the failure?

Great video! Thanks so much for creating it! LOL! And, you can't see Jack-Shit (CAT I to CAT III)!

I didn't think much of auto ortho beforehand, since it looked very gimmicky and complicated etc. I'm really considering giving it a go now!

Me flying with 4k ultra 50 fps at MSFS20 with full photogrametry without mods ; 😎

hey, got the problem too with SSG 747-8, the big ring of "glareshield pannel/flood" and big ring of "aisle stand panel/flood" take both of them when they're activated a lot of frames. I don't really know how I found that but it was a game changer because bringing them to zero light make me double my FPS on the SSG. Hope that you see my comment and test it yourself 😄

hey, in xplane 12 you can bind a key to show/hide that replay menu

Thank you for this wonderful tutorial. Very interesting topic, plane but the most important thing, you explain very good.

Hey according to some other tutorials, the initial installation is supposed to take about ten minutes.. I've been installing North America region it's been three days already. I had to call it off, the download was almost 600GB!! what is the point of having "Autoortho" instead of Custom Tiles if it's gonna use almost a TB? Has anyone else experienced this?

Can you or do you have to run both ortho4XP and or Auto Ortho...Or run them separate????

Is this a mod? or how do you get these characters? i would like to play with my friend

The hardest part about this is making sure the files doesn't shift around when loading up the game. I showed a community fix in my SAM3+ AutoOrtho videos on my channel. I realized it happens because of administrative privileges on end user system. The txt Encoding read-only attributes.

How do I get the update if I already bought the plane. Can you please help me.

3 minutes in and I am loving it, your hilarious and its a really simple tutorial, cheers!

so for first time install , what is the sequence to correctly get the files in the proper place

Atarium has a good KLM passenger livery. It's great if you're looking for a PAX livery.

This thing will never ever be passable.. this aircraft is so half completed..

I started 1030pm to ,3 in the mornings!!! Couldn't get orthos for Xplane to install anything! Not your fault but u need a PhD! In computer science for this I can't be bothered

@InternetFlightRules are you a real pilot or just a simmer? thx

0.7.2 is not a big update. But it seems you upgraded from before 0.5.1 thus you profit from the new scenery pack structure.

c:/users/username/appdata/etc/etc/etc is the "correct" location for apps to store config files, caches etc on Windows

Extremely dated looking cockpit graphics .. looks like Microsoft Flight Simulator 2004 👎 Thanks for saving me some money 👍

An INS can figure out its latitude from the rotation of the earth, I think. but for longitude there's no way to know except via external input

This is not a Boeing so setting V2 in the AT window is wrong ! You have to set it at 250 kt or VCL if it's above 250(In your case VCL is 234). Wrong start sequence both in order and procedure: Start order 3.1.2, Depending of engine types PW or GE, fuel is on at 20% or max motoring. You messed your take off because of your wrong speed setting V2 instead of 250 . In fact lots of mistakes because people are flying Boeing usually and do the same procedures on a Mc Donnell Douglas which doesn't work😁. Read this it can help This article will attempt to explain some of the basic MD-11 systems methodology in terms of how similar features work on the Boeing 7x7 series aircraft you're likely more familiar with. If you're familiar with Airbus systems logic, some of that general knowledge will apply here, though be aware that many things on the MD-11 aren't exactly like the Airbus either. MCP The glareshield MCP (mode control panel) used to command the autopilot on a Boeing is called the FCP (flight control panel) on the MD-11. Flight Mode Annunciator The MD-11's FMA (located at the top of the PFD display) works slightly differently than you may be used to. Essentially you can see one of three colors present in each of the three FMA fields representing speed, roll and pitch. These colors have different meanings: Magenta = the mode is following FMS generated commands. White = the mode is following manual commands coming from the FCP. Green = the mode is following commands associated with performing an autoland. Keeping this color coding system in mind will quickly allow you to ascertain where the autopilot is getting its command information from at any time. Autothrottle & autopilot relationship The autothrottle and autopilot systems on the MD-11 are NOT independent of each other in the way that they are on Boeing aircraft. Before takeoff, pressing the AUTOFLIGHT button on the FCP arms both the autothrottle and the autopilot takeoff modes. Advancing the throttles manually past around 60% N1 will cause the autothrottle system to actually engage and begin controlling thrust. There is an audible click sound from the panel when this happens. After takeoff, press Autoflight again to do the equivalent of pressing one of the autopilot CMD buttons on a Boeing. This will actually give control of the pitch and roll modes over to the AP. From this point on, the two systems are completely unified and essentially operate as a combined system until disengagement at landing. Disconnecting the autopilot & autothrottle The MD-11 does NOT have "hard" switches on the FCP for disconnecting the AP and AT the way Boeing airplanes do. The only way to do disconnect them are via the soft disconnect switches located on the yoke and throttle in the real aircraft. There are key commands assignable in the PMDG menu for simulating these buttons. Upon pressing the AP disconnect, you will hear a disconnect warning, simply press the AP disconnect again to cancel this warning. To reconnect the system, simply press AUTOFLIGHT on the FCP. This will reconnect BOTH the AP and AT. The two AFS OVRD OFF switches on the FCP below the AUTOFLIGHT button are NOT regular autopilot disconnect switches like you may be used to on a Boeing! These switches completely disable the MD-11's automatics and you will lose other AFS functions that are normally available even with the AP disengaged such as ATS speed protection. Flaps The MD-11 is equipped with a unique variable flap lever position called Dial-A-Flap. It allows for any takeoff flap setting between 10 and 25 degrees to be set on the pedestal. 15 degrees is standard though it may be more optimal to use a different value depending on the situation. DAF is only used during takeoff, for approach it must be set to 15 degrees. RTE, LEGS, & DEP/ARR The MD-11's MCDU does not have dedicated pages for these functions the way a Boeing's CDU does. They are all handled through a single page associated with each waypoint called the Lateral Revision (LAT REV) page. Pressing the MCDU LSK to the left of a waypoint on the F-PLAN page brings you to the LAT REV page for that waypoint. This page allows you to do a number of things including inserting waypoints and airways, SIDs, STARs, and approaches. It is very important to note that LAT REV should always be called up FROM the last waypoint prior to what you want. So if you want to add a STAR for instance, you need to bring up the LAT REV page for the last enroute waypoint before you want the STAR to start and add it from there. The rough 1:1 comparisons between a Boeing FMC's pages are as follows: RTE - Origin and destination airports are entered on the F-PLAN INIT page. The familar VIA and TO columns for airway entries are located by pressing the AIRWAYS page, accessed through a waypoint's LAT REV page. LEGS - The F-PLAN page is roughly equivalent, though many modifications to the flight plan happen through a waypoint's LAT REV page and not directly on the F-PLAN page and scratchpad the way you'd do with a Boeing. The flight plan between your destination and your alternate appears at the bottom of the waypoint list, after the main origin to destination plan. The Boeing convention of making modifications to the route by line selecting waypoints from further downrange up into a new position does not apply here, you must use the LAT REV page's NEXT WPT prompt. DEP/ARR - You insert SIDs, STARs, and approaches by using the SID and STAR pages, accessed through the LAT REV page. You should add a SID from origin airport's LAT REV page and a STAR from the last enroute waypoint's LAT REV page. Direct To Going direct to a waypoint in the MD-11 is a dedicated function on the MDCU, accessed by pressing the DIR INTC key. You can NOT go direct by line selecting a waypoint to the top of the F-PLAN page the way you would do on a Boeing CDU. Simply press DIR INTC, then line select the waypoint into the box at the top or type it into the scratchpad. Confirm it and off you go. HDG HOLD & HDG SEL The MD-11's version of these modes are accessed by either pushing the heading knob to hold current heading, or pulling the knob to fly the selected heading in the box. ALT HOLD & LVL CHG/FLCH The MD-11 has modes roughly equivalent to both Boeing modes that can be engaged by pushing the altitude knob to hold the current altitude or pulling it to engage a pitch-for-speed mode similar to Boeing's LVL CHG or FLCH modes. It will climb or descend and capture the altitude in the window. LNAV This is simply called NAV on the MD-11's FCP and the button is located below the heading knob. VNAV The MD-11's version of VNAV is called PROF, short for "profile" and can be activated with the PROF button below the altitude knob. Speed modes Pushing the speed knob will hold the current airspeed, pulling it will fly the selected speed in the window, and pressing the FMS button will blank the window and allow the FMS to command speed. FMS speed targets The MD-11 is unique in a couple of respects with regard to FMS speed targets and restrictions. All speed targets are treated as AT OR BELOW, which means that you could end up crossing at a lower speed than what you'd entered in for a particular waypoint if the FMS deems it necessary. The FMS is smart and if you tell it to descend steeply and decelerate at the same time, the deceleration will get moved backwards along the route to account for the decent that's required later on. Don't be alarmed if you see this propagation of lower speeds up into waypoints you didn't set restrictions for, it's just the airplane helping you manage your energy. Speed control during approach Boeing pilots will be used to exercising manual control over the aircraft's speed during approach by using the MCP speed window. This is NOT how the MD-11 is designed. It is completely normal for the MD-11 to land with the speed window closed and under full FMS control. The FMS calculates approach speed on the basis of a few rules during the approach sequence, each distance listed is the point during the approach where these speed reductions must occur by, but they can occur earlier if calculations demand it. 15 to 11 miles - Slats +20. 7 miles - Dial-a-flap +20 6 miles - Flaps 28 +5 5 miles - landing flaps +5 The aircraft will automatically decelerate to these speeds provided you have the aircraft configured correctly as far as flap settings. You will see a hollow magenta circle on the speed tape indicating that it's time to deploy the next flap setting. Autoland Performing an autoland in the MD-11 is as simple as pressing the APPR/LAND button located on the FCP above the AUTOFLIGHT button. Provided you are tuned to an ILS frequency that contains both a localizer and glideslope, (which is done automatically by the FMS) the plane will execute an autoland unless you take over manually. The type of autoland is determined when you descend below 1,500 ft AGL as follows: If all your systems are operating normally you will see a green DUAL LAND annunciation on the PFD FMA indicating a full CAT III autoland. If you have failures that are not critical for the autoland (for example, one of the two autopilots inoperative or one HYD system failed) a white SINGLE LAND will be annunciated and a CAT II autoland will apply. If you have critical system failures, or excessive deviation from LOC or GS a white APPR ONLY will be annunciated and the autoland function will not be available. The aircraft will continue to track LOC and GS, but autopilot will disconnect at 100 ft AGL. IMPORTANT In an autoland the AP remains engaged after touch down to keep the aircraft aligned to the runway. At the end of the rollout you should manually disengage the autopilot, otherwise you will not be able to taxi, since the AP will still try to keep you on runway track. That is what PMDG wrote when they did the MD11 for FSX! Cheers

Does it support running both XP11 and XP12 on the same system yet?

awesome thank you. Just: the SBRJ RNP B RWY 02R is a CAT A, B, C approach with a max. Vref of 160kt. fully configured, why not to fly with an CAT C airliner?

Nice job explaining the installation and operation. Might be a good idea to touch upon the Dokan or WinFSP installation. Also, when is the 'Save' option used? After filling in the directory locations? I installed the AO ortho files on a drive with much more space than the one with X-Plane. Created a Custom Scenery folder on it and directed AO to install them there. Then I created a symlink in X-Planes Custom Scenery folder. I have made tons of ortho photos using Ortho4XP and primarily used Google as the source. I don't see that option with AO. Tried them all and Bing seems to give you the best odds of getting the fewest anomalies. Should also be noted that extended night lighting is lost when ortho photos are used. I was hoping Laminar would have corrected this with V12. AO is an excellent alternative to the otherwise very time consuming endeavor of making your own ortho photos. Well done.

X-Planes is DEAD get over it.......................

EHAM is also heavy on most systems, i wouldnt blame Auto Ortho fully for the frames drop

I still watch these videos, even if I don't play X-Plane

Good review, and pretty accurate in my view. I’ve had this product for a few years and took some time early on to get proficient in flying it. I understood that it is was a work in progress; but have seen very little real progress in usability and performance. I still monitor the discord channel, forums and KZbin to see if there is any improvement. Not seeing anything worth trying it again. Last install for me was when the XP 12 version came out. As much as I dislike MSFS 2020, the Horizon 787 is pretty descent now - way ahead of this product, and it’s freeware if you have the full blown MSFS version.

Thanks, well done. Upgrade is on my todo list. Subscribed!