You take a chance of flying into things when you do it. Don't allow non-avaition medical managers pressure you into doing it. 

Z

they're all dead

The wx for turn down flights due to wx.  

Sometimes a week after the fact the ASM will get asked the question, 'Why did we turn that one down, do you think we could have done it if we had an IFR aircraft"? 

That is just one example of questions ASM's get. As a pilot I always save the weather for turn downs and it has helped me when I have got a call.

It rarely happens though and I don't take it personal as there is more going on above me that I care to question.

you got a call says enough about those above you. At some point, the calls from above won't be questions, they'll be directives. 

Sounds like a Metro problem

15 minutes to complete.  They don't want you signing in 15-20 mins earl.  You will have to refuel, fuel sample, refill O2 bottle, clean windscreen, paperwork, all of the intranet logins, brief the medcrew, morning/evening aviation class to the medcrew. 

And... we will NEVER question you about the wx until we start questioning you about the wx.

You must work for MTC. 

The "younger crowd" similar to the med crew dont want to fly

running is for fools and the suicidal, not to mention those weak enough to be influenced by the idea it is safe -  it isn't, not even close.

VFR Over The Top makes for a lot less pucker factor than scud running/walking.  

Define "Scud Running",  seriously, Its too subjective, everyone's abilities are different. Knowledge, common sense and experience are the determinates for a Go-No go. 

When ceilings fall below 1,000agl and vis < 1 mile and you keep slowing and losing altitude and start squirming in your seat. 

Fair enough, just like playing with fireworks as a kid there is a smart way to do a dumb thing and a dumb way to do a dumb thing.  The pilots who maintain a speed that out flies their visibility combined with operating in an area that they are not absolutely familar with the terrain/obstacles is a recipe for diaster, see the 407 down south that hit the power lines a month or 2 on the job, in the fog at over 100kts.

All of us here if asked to repo a helicopter from one side of the airport to the other with 50' vis and 50' ceilings could do it.  We would literally be walking the thing down the taxiway but all of us could control the aircraft with the slightest references out the window or even the chin bubble.  For us here working part 135 our GOM and FAR has on ground long before it gets that bad provided you follow the rules.  If you are 91, especially back before they changed the class G visibility rules, you could find yourself in a completely different set of circumstances and it was up to you not to do dumb things the dumb way.  Slower and lower as required and never giving up visual references and knowing with 100% certainty of what was ahead and operating at a speed where if the 1/2 mile vis you are working with suddenly turns into a wall of fog the ability to easily come to a stop/turn around or land without any significant manuevering.  

Enroute decision points and good judgement should have you turning around, diverting or landing long before you get forced into an uncomfortable relationship with the ground.  But if you do continue to press forward, slower and lower that would ultimately end with you in a hover, looking at the top of a tree through the chin bubble.  Then slowly walking from tree top to tree top till you find an opening to land in.

If there is an precip then know at what speed the wind isnt going to clear the water off the windshield, in the AS350 series its around 40-50 kts.  If you need to go slower than that to maintain adequate reaction time with precip you need to stop what you are doing or things are not going to end well.  

Define VFR over the top. Or, what you mean by it. Good chance you have a misconception about it.

Over = VFR (usually 1,000' above scattered of light broken clouds

On Top = IFR above any cloud layer.

No such thing as light broken. The dicriminator is thin.

Over the top clearance requires an IFR clearance. 

 Define scud running son. For some of us 300 an 1/2 is just another day flying

Z

There is a video out there of british special forces group following a road at maybe 10' just off the edge of the road so they dont get hit by cars.

SAS Helicopter comes out of fog - YouTube

thats cuz you dont fly above 150' to the next power pole that is only 1000' away. Big difference if you actually have to navigate. What you do is not easy and you are no doubt very skilled, but it is essentially a flying forklift job. Dont try to compare the two. That would be a fools errand