Be aware of this scam company. We booked this company two weeks prior to our "Gender Reveal surprise PARTY" and the unprofessional, lacking-in-personality owner, Thomas McDermott, never showed up. We texted him multiple times to confirm that the helicopter would arrive, asking regular and normal questions about proximity, time, etc. In one of the calls before the cancellation, he even mentioned that he was going to drop "pink color," displaying a lack of sense as a person who knows it's a surprise. The day before the scheduled flight, he texted me instead of calling, without an apology, stating that the helicopter was unable to fly. Please don't use this guy.

So the LIMIT light will remain on with any model correct? Even the c2 with VARTOMS?

If you exceed the AEO or OEI limits the light will stay on until a mechanic connects a laptop to the fadec to clear the exceedance after the appropriate maintenance checks have been done to the engine that exceeded it’s limits. On the bk with VARTOMS (no fadec) I believe that info is stored in the VEMD or the decu.

If there was an exceedance will that light stay on or will it disappear when power is reduced below that limit? How about when the battery is cut off? Thank you for your reply!

For any engine FLI exceedance (AEO or OEI) a red "limit" will be displayed just off center on the VEMD. The limit light on the VEMD will start flashing 5 seconds before the time limit for whichever condition you are in (AEO or OEI).

I am new to the 145 and was dumbfounded when I realized i didn't know how to check for exceedances during preflight? I understand that the CAD shows a “MM” mast moment exceedance but what about an NR, torque or OEI exceedance? Where would I see those if there were one? Thank you!

THE SEPT-OCT 2023 ISSUE IS ROCKIN! Check it out here: https://bit.ly/RotorProMag_SeptOct2023 INSIDE THIS ISSUE: Swiss Vineyard Spraying + VIDEO | Helicopter Industry Artificial Intelligence | What Makes Glass Displays Good? | Airbus Celebrates 20 Years in Mississippi | National Weather Service: Change is Good |Executive Watch: Luis Orlarte, CEO, Entrol | Meet a Rotor Pro: David Meisels, Pratt & Whitney Canada | My 2 Cents Worth | Safety First | Uncrewed Update | Mil2Civ Transition | Maintenance Minute | Rotorcraft Checkride

They keep making it shorter and sending out worse pilots so I guess that makes it easier? You will absolutely struggle with the bag, everyone does and it’s just part of trying to fly blind when you barely know how to fly the helicopter with both eyes in the daylight. Years ago it was common to wash people out for failing checkrides, oral evals and 5/9 tests. They typically got sent to the Blackhawk course afterwards. The difference between the post selection briefs is stark as well. The 60/47/58 briefs were pretty relaxed whereas the 64 brief was basically a talk about how you’re probably going to fail if you weren’t too 10% of the class selection and to start studying or get f*cked.

I hope an ah-64 "drivers" of the forum will share their expirience of A.Q.C here...

Hey! I am also in Alaska and have an R22. I'd love to connect. Shoot me a message if interested! -M