I suspect most would go around in accordance with SOP. Leaving that aside for a moment for the sake of the discussion as you ask, you do not specify the altitude at which you are breaking cloud/becoming visual, or the aircraft type/type of operation of your scenario. My point being that I'd suggest that there's a difference between breaking at minimums on a foul day in -for example- a medium jet at max landing-weight, i.e. go-around without hesitation, and, say, a light turpoprop/piston becoming visual at 3000 AGL at a ref of 90, which could arguably be made to fit the profile safely and with room to spare without the undesired unstabilised approach below 500/1000 (VMC/IMC).