The big problem that ought to be addressed first is not taking option three (which ought to be option one).
Namely, not taking off in the first place.
If you aren't instrument rated and flying an IFR capable, stabilised / autopilot equipped helicopter, it is highly dangerous to consider operating in weather conditions that might eventually become IMC.
I used to be required to fly totally unstabilised (floppy stick) helicopters at night on public transport missions, including police work where many jobs required a hover at altitude, not easy at the best of times. The UK's CAA eventually legislated against it after some high profile fatal accidents, including one occurring with a police helicopter flown by an ex-military trained pilot (who encountered very poor weather immediately after departure and became disorientated resulting in loss of control). The CAA's decision caused a lot of upset in the industry at the time, but in retrospect it was possibly the boldest and best thing they did for RW safety in recent years.
The industry and regulators in some supposedly advanced parts of the world haven't yet gone the same way and therein lies the problem. If the industry can't self regulate safety for commercial reasons, the regulator must level the playing field for all.