I can't copy and paste part of the Island Express documents but En Route Qualifications procedures states in para 2 that 'IEH, INC pilot will never take and aircraft into IMC weather conditions, nor into weather that in their opinion will deteriorate into IMC conditions' - well that clearly wasn't complied with.
It later states the IEH flight minima for local area, controlled and uncontrolled airspace as 'Between 500' and 1000' agl but not below 300' agl and with a minimum in flight visibility of not less than 1 nm.' - another non-compliance.
there is another paragraph about landing or diverting in the event of weather not permitting flight at those altitudes or in that visibility.
The link is the one Wrench 1 has put in his post and the Island Helicopters documents look satisfactory on the face of it since they have weather limits, training procedures for IIMC and unusual attitudes - including a paragraph about use of automation and particularly the use of the go-around button.
So if all that was followed and Ara was tested adequately and not found wanting - how did he not either make the simple decision to land or divert as specified in the ops manual or recover successfully from IIMC which he put himself into?
Either he had a particularly off day or he was habitually pushing weather limits below the Ops manual and had not been properly tested on his ability to recover from UAs or IIMC in anything other than benign, VMC conditions.