I am astounded at the lack of knowledge being illustrated by some on this thread (and have stayed off for that reason); you might improve your understanding of offshore profiles by reading the following thread (it also explains why PC1 is not always possible offshore):
http://www.pprune.org/rotorheads/405...-offshore.html
It would appear that only Bell use the three segment classification, most other manufacturers define: the first segment (100ft/min climb at Vtoss up to 200ft); the acceleration segment (level acceleration from Vtoss to Vy); and second segment (150ft/min climb from 200ft to 1000ft at Vy) - all at the appropriate power settings.
For offshore operations the first segment (as used by other than Bell) is never limiting as the departure sector has to be free of obstacles (operations with exposure might not use the CAT A procedure). The second segment climb is a constant for all procedures (and for PC1 and PC2).
Apart from the second segment climb, the manufacturer may configure any of the other elements to suit the operator's constraints - that includes: the defined manoeuvre to TDP (which can be horizontal, vertical or oblique and can be operated with a target Tq, a delta Tq or a target ROC); the rejected take-off distance; the take-off distance; and the first segment climb (the Vtoss can be defined by the manufacturer). Any of the elements of the profile may be limiting as they have to be calculated with respect to the obstacle environment of the operating site (which has to be known/surveyed).
A CAT A procedure only becomes 'an operation in PC1' when the environmental aspects of the operating site have been taken into account and the mass calculated/adjusted. It is the Operational Rule that sets obstacle clearance criteria, the CAT A data is used only to satisfy those rules!
Jim