Diaper_Pin

Yes, I've seen it in a couple of 214's with low impedance systems. The simple solution was to switch out the mike and things sprang to life. However it took half a day to get to that point initially. I always carry a couple of mikes in my helmet bag. For just this reason, you never know what machine you'll be thrown into next while on tour.

Sounds like an impedance issue/mismatch.

Well put, 2 and 2 floats my boat presently. But it is all a matter of perspective, they all have their pro's and con's.

The single pilot rotary HEMS IFR stats in the US speak for themselves. Can you say Death Wish.

Very straight forward if you spend a few hours studying. Make your appointment to write the exam and pay your money. If you want a stand alone FAA cert. make sure you get a FAA Class 1 or 2 medical done before you see the FAA. The advantage of a stand alone FAA Commercial Cert. is that it doesn't ride on your Transport Canada License. it also has the "Not for Hire or compensation" restriction removed. IE: you can get paid to fly a FAA registered aircraft.

Repair for all 496, 396, 296 and 196 ended some time ago. These units are now unserviceable. https://fly.garmin.com/fly-garmin/support/warranty-information/out-of-warranty Best bet is to troll ebay for a 596/596 or newer at a reasonable price. They are least still repairable by Garmin. I picked up a 595 2 years ago for $500, so there are deals out there. Option B, Foreflight on a Cellular iPod. my two cents

zero issues with my 695. GMCMACHZ makes a very good point.

I would take the fixed wing route these days if were in your shoes. HUGE demand for pilot, great pay, set schedules with the major airlines, etc..

According to the Mike Wiegele website, Yellowhead is doing all their flying these days.

I couldn't agree more, It's the perfect balance and everyone is happy.

Northwall web site is up and running http://www.northwall.it/

My $0.02 Save your money. BCFS work for the most part is a like a private club. If they don't know you or haven't flown with you etc. You'll have a hard time getting hired on with or without a mountain course. There are a number of companies in your neck of the woods that have some great training and chief pilots. Who will teach you the basics of mountain approaches and what to watch for etc. 20 hrs. is over kill, even 5 would be a stretch. This training could easily be combined into your PPC training. Spend your money on putting a face to the name. So much of this industry revolves around personality. Flying can be taught; working and getting along with clients is another skill all together. IMO: being level headed, professional and forward thinking. Will get you the mountain training through your employer. As you become an asset to them, they will in turn will invest in you. It's a two way street, at least in theory.

one sweet machine

Getting a green card is another story all together. Especially under the current administration.

Just a thought. But if you and your family are in the avaiation business already. Your answer should only be a phone call away. Whoever is or going to be providing your insurance. Should certainly be able to answer the cpl vs ppl insurance rate question. from there, the rest is up to you and how deep your pockets are. best of luck whichever route you choose.