My point is that you are doing a non-approved GPS letdown (maybe an NDB approach if some of the rigs still have them) below MSA in IMC with fare paying passengers. You must be IMC at some point or there is no point doing the approach if you are VMC.
And yes there are no wires at sea but there are some big structures that move and can be hidden on the weather radar by clutter.
And if you aren't happy, why do them? Just say no. Simples! Think we know what would happen (or has happened) if you did that?
Ivor,
An ARA (airborne radar approach) is not a GPS letdown at all. As mentioned it is an approved IFR non-precision approach with a published procedure, approved by the CAA, with MDH, MAPt and Missed App procedure. It requires (at least in the country where I operate) an NDB and serviceable radar (which is used in ground mapping mode and sea de-clutter), and GPS may be used as an overlay to confirm the radar returns and positions of reported rig positions. All radar returns are avoided by at least 1nm. In modern machines it is a very established and safe procedure bringing you out on finals, at 0.75nm at MDH, with a clear run-in and clear missed approach section, checked and briefed, and is conducted in a multi-crew environment most often fully coupled 3-cue AP until after MAPt. This gives you the required obstacle clearances and we are provided a full radar or ADS contact all the way, with traffic info from ATC and TCAS as a secondary. Whist radar service is not always available in all all operations there is some form of air traffic service and deconfliction common to all.
So definitely not just "a non-approved GPS letdown" - sorry to disappoint!