Well may you say Ouch!, given the price I paid I think the term should be reserved for myself.
One point to ponder. The term 'alternate' that you refer to and is also used in the Flying Ops manual is inaccurate.
Really!!! I’m not sure to what you refer as “inaccurate”. The manual was quite specific in stating “The PIC shall comply with the requirements of AIP alternate requirements” and also “All offshore operations require a land based alternate”. Certainly most interesting to see you state “AIP alternate criteria do not apply“. I hope you don’t really mean that.
CASA Regulatory Policy CEO-PN029-2005 "Multi - Engine Helicopters Operational Performance Standards" dated July 2005.
I don’t know why they bothered. The requirements were covered in full in the prevailing documents (AIP, Ops Manual, Flight Manual). The Policy document (CEO-PN029-2005) merely regurgitates what was already required/stipulated.
Ops Manual
Whenever a forced landing is made due to weather, an ATSB Incident Report and Level A Early Alert Report are to be submitted.
Having made literally hundreds of shutdowns on platforms due inclement weather at Longford I’m not aware of any reports called for by the above having ever been made. Or does a landing on a platform due to inclement weather at Longford not constitute a “forced landing”.
For the readers, a couple of examples as to how we operated.
Call out in the middle of the night. Management in the Captains seat, moi in the other and having made his displeasure known. A platform is dead in the water with no electrics and personnel need to be moved from one platform to the other to get the down platform back on stream, for production is paramount above all other considerations. Alternate minima for the only available bolt hole is 1,097 feet, with the TAF calling for 8/8ths at 1,100. Launch with 30 minutes reserve fuel and punch into the overcast at 600 feet. No flight plan as required by all regs/ops manual, to do so would be self incriminating (IMC flight). Half way out to platform become VFR on top and not having fuel to do a legit ARA (would add 20 track miles which we don’t have fuel for) conduct an enroute descent and break out at 300 feet. Pick up pax and make a successful landing on the next (destination) platform sans lighting – its got no electrics remember. Having landed, Longford require us to spend the night on the platform as Longford is now closed due weather – surprise, surprise? – well it wasn’t to some.
TAF forecasting fog till 1100, take off made at 0730 and returned at 0915 to find fog rolling over the heliport. At the time of shutdown viz 100 or so feet, fuel remaining 318 pounds (statutory 30 minute reserve 280 pounds). The question was asked of management what would you expect the crew to do had they had an engine failure on the way home with an ETA >0915. You have unwarranted concerns was the reply – and shut the f$&^ up and do what you’re told. Somebody want to reiterate the responsibilities of a PIC?
HC or 212man, there's a job awaiting.