Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Time Pressure; Situational Awareness; Communication Breakdown; Confusion; Physiological - Other
Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
General Flight Cancelled / Delayed
Airport; Environment - Non Weather Related; Human Factors; Weather
My duty day started in ZZZZ.  I was part of a 2-man crew; scheduled to operate ZZZZ-ZZZZ1-ZZZZ.  At the time I left ZZZZ; the TAF for ZZZZ had a small period of low visibility in the forecast; which was to occur while I was on the ground in ZZZZ1; and the weather was forecasted to improve to be above CAT I minimums prior to my arrival back into ZZZZ.  While on the ground in ZZZZ1; I was checking the ZZZZ weather and found out that the ceilings were WELL below CAT I minimums.  I called Flight Operations for a briefing and was told the same thing.  I decided to delay the flight for an hour to watch the ZZZZ weather and to 'time' my arrival into ZZZZ to coincide with the forecasted lifting of the weather.  Flight Operations then called me back and asked for me to delay another 30 minutes so we would arrive 30 minutes after the period of low weather in ZZZZ - I agreed; as it was a good idea.  I also knew that I was currently at an outstation where I really have zero options for adequate rest if we got stuck there since we can't deplane the aircraft without mandatory COVID tests and quarantine until test results come back negative.  So; in reality; flying to ZZZZ1 is really a gamble in the first place but; for sure; I knew that staying there wasn't even an option. I eventually departed ZZZZ1 at the newly determined departure time and flew towards ZZZZ.Through the use of ACARS ATIS updates as well as messages to/from the company - it was determined that the weather in ZZZZ had not cooperated with the forecast.  Visibility was 125 meters to 225 meters - well below CAT I minimums.  I talked with my First Officer and we decided to enter high altitude holding and set a 'bingo' fuel number for us to know when it was time to have to go to the alternate airport; ZZZZ2. We burned through our holding fuel and were forced to divert to our published alternate airport. That's where the real fun began.  This is the point where we found out that an alternate that looks good on paper doesn't always work in actual practice.  We landed; parked in spot XX; and sat; and waited; and sat; and waited some more.  It took almost an hour just to get a set of stairs brought to the aircraft - and took an equally long amount of time to get a GPU and wheel choked so I could release the parking brake. At this point; I became doubtful that we would have the duty time to allow us to continue to ZZZZ1 - and that feeling was mirrored back to me by Flight Operations on my first phone call to them.   A plan for crew hotels was then started; as well as the continued effort to contact our 'handler' there in ZZZZ2.  Next came the biggest issue...Customs.  The handler first started telling me that we can't stay there because we can't clear customs 'in their country'.  I reminded him that we were scheduled to land in ZZZZ; which is the same country - but he didn't care.  Clearly; the thought of a crew having to get rest at this published alternate airport hasn't been approached before?   Finally; after 4 hours on the ground; the handler comes to the aircraft; asks me to shut it down so he can take us to a hotel close to the airport.  I complied; and as soon as I carried my personal items downstairs; I was told by that same handler that it would be another hour before customs can clear us and to please wait on the aircraft - which was now shut down.  I opened the aircraft again and that's where we waited for almost 2 more hours before the handler came back to tell us that there is 100% no way we were gonna clear customs there at that airport.  At this point; we had absolutely no choice but to stay on the aircraft.  After talking it over with my crew; we decided that the only option would be to depart ZZZZ2 as soon as we were legally able to do so - even though sitting on the aircraft isn't actually 'rest' - we had no other options.  I talked with Flight Operations and they told me that we could depart at XA:00Z; which was another 3 hours from then.  Out of lack of betterideas; we agreed; got the plane ready; and blocked out at XA:01Z for ZZZZ.   The real point in this report is to illustrate that so many of our flight plans might look OK on paper; but when it comes time to actually put contingencies into practice; the plan immediately dissolves - leaving crews stranded without the ability to legally continue operating; and without the ability to obtain legal rest.  Vetting of our 'approved alternates' certainly needs to take place.Not properly vetting filed; 'approved;' alternate airports to facilitate crew egress between aircraft and legal rest facilities.Worked tirelessly with the ZZZZ2 handler to try to secure rest facilities for my crew.  When that failed; I worked with my crew and with Flight Operations to determine when we could 'legally' leave.Time and manpower needs to be put forth in this company to actually find out what processes would need to take place at alternate airports or at intermediate stops to allow crew members a place to get safe; legal rest when needed.
Air Carrier Captain reported a delay due to weather at an international location resulted in crew rest issues.  The Captain also stated they decided to not deplane the aircraft during the delay due to the requirement of having to take a COVID-19 test if they left the aircraft.