Your story reads like you were hover taxiing at or below tree top height in cloud just to drop a dude at his hunting spot. You said yourself it was tense but I get the feeling you would do it again. Just because we CAN do that doesn't mean we SHOULD do it. Had you been on a rescue then yeah maybe that's worth it but in your case the juice ain't worth the squeeze.
I do want to note that I have never faced the commercial pressure that does appear to be the main issue
Commercial pressure has a great influence on the standards employed in an operation, and the owner of a private aircraft can demand the pilot delivers him to his destination, "Torch" Lewis, an aviator of some renown, used to write a column for the B&CA magazine, one of which was about flying an ILS in zero/zero conditions in a Lodestar because his boss demanded it. Of course the article was about the stupidity of doing so, but being a young man at the time when jobs were hard to get........... A multi national company demanded that its pilot not comply with certain regulations. All off shore operations required a land based alternate (eg in event of engine failure), it was stated so in the ops manual and also a supplement in the flight manual carried in the aircraft. How do you go about ensuring you have an alternate available, you get weather reports, right? No. Having to shut down off shore on a platform because home was closed due weather was a common practice. An aircraft was once inbound home and was told to land on a platform due fog rolling in at home. On the bare bones for fuel, had they landed on the platform they would then not have sufficient to get home (no fuel on rig), using a bit of the much talked about CRM it was decided to continue to onshore and land in a paddock where a fuel tanker could reach if required. Instead a safe landing was made at home but by the time the 2 minute cool down had run its course the vis was zip and the fuel gauge read four pounds above the reserve. Pilot pointed out that had he had an engine failure off shore the result would have been less than pretty because he'd have no where to land, other than a running landing into the sandy terrain with the little high pressure tyres of a 76, rabbit burrows to contend with also. Result? Pilot not permitted to log the ICUS time because he didn't make all the decisions ie you're not permitted to practice CRM, and they did some thing dangerous to prove a point. The point was proven but nothing done. The pilots were told you will do what you're told, the crew have no place in making decisions. At one time additional lift capacity was required so a commercial operator was given a contract, off shore people soon started complaining the contractor wasn't flying while the company aircraft were. Why? Commercial folk were following the rules. Why one of the richest multi national in the world operated in such a manner was all due to the management chain and KPI.