Very possibly your low time had something to do with that, as someone else suggested may be part of the way it works. The rating may make more of a difference in the probability of getting into an accident when the pilot is relatively low time. I had somewhere between 800 and 900 hours when I got my rating. Though not by any means a guarantee, experience tends to lead to safer flying habits anyway. (Or at least, those who make it that far are likelier to have them.)
I agree - but it's not always possible to do so, at least not without compounding the problem, as my case illustrates. I was down to about 2500 MSL, and the lowest Minneapolis Center could see you in that area (back then - coverage goes much lower today) was about 5000. To get radar services, I'd have to have climbed 2500 feet, likely through solid IMC, in an area where I was already afraid of traffic I couldn't see. So I descended instead until I was just below the bases at about 1000 AGL. I still think that was my safest option under the circumstances.
Is it known whether the plane your friend heard taking off was the same one that crashed?
I agree, but talking to ATC could still be important in situations like that. Even in areas that lack radar coverage, ATC can separate planes by using their anticipated positions.
I'd guess there's little or no punishment typically involved (especially if an ASRS report is filed). Even remedial training, when mandated, is not particularly punitive.
As I recall, even communications with ZMP weren't possible at that altitude back then. In all honesty, though, I didn't try; I was much too busy with Aviating and Navigating at that point. I was especially concerned about a tall tower that was charted in the area and wanted to be sure to give it a wide berth. (As it turns out I never saw it, which was somewhat concerning because I should have been able to if I'd been where I thought I was.)
How about blanket amnesty for *unintentional* VFR-into-IMC? In any case, I think the worst anyone could expect in a case like that is a 709 ride. Absent aggravating factors, I doubt if anyone who accidentally blundered into the clouds would be likely to face certificate action.
I don't see why unintentional VFR-into-IMC should be treated differently than any other unintentional infraction where ATC communication could be helpful. And as you point out, most unintended violations are treated nonpunitively anyway, especially if an ASRS report is filed. But some pilots promote an unrealistically paranoid, adversarial view of the FAA, which scares some pilots away from ATC in situations like this, undermining safety.
I never intended to imply that other unintentional infractions should be dealt with punitively, and as you point out, most aren't. (I'm not sure the ASRS report is usually necessary to avoid certificate action either, though of course it can't hurt.) The reason why I made a point of saying "unintentional" is that, as we all know, there are scofflaws who fly VFR into IMC quite intentionally, setting the A/P and cheerfully cruising through layers without bothering with a rating or an IFR clearance. On them, I would crack down mercilessly whenever possible.
