Oh yes, I can vouch for regulatory interference courtesy CASA.
We operated to NLK with fuel for diversion, plus two approaches, plus the usual reserves. For the return to SYD or BNE we carried whatever domestic rules required on the day, according to weather and traffic with the usual coverage for engine failure or depressurisation.
Not good enough for our friendly FOI.
He demanded that we could only depart NLK if the actual weather was above 'for filing as alternate' minima and was forecast to remain that way for one hour after ATD.
So we often had the ridiculous situation where we could land there but not take off in the same conditions that we had just landed in. It had the effect on occasion of grounding us for two or three days, while Air NZ came and went with no problems. No bloody wonder it would be unviable for an Aussie operator if that half baked rule still applied.