And hence the issue with operating out of YPOK. In order to depart with bare minima you would need a way to ensure terrain clearance via approved methods to ensure at least low flying requirements are met, and most likely a court would want to see proof that you could maintain 500/1000ft terrain clearance during climb.
GPS waypoints not fixed in the units database cannot be used, so self plotting waypoints in valleys is out of the question. So you must then rely on cumbersome nearby waypoints or DR. Then there is calculating climb rate until reaching LSALT along your selected route, how accurately can you do this for a light aircraft that has fairly wafty manuals. Airlines usually produce escape procedures/CDPs that have surveyed the terrain/obstacles around an airport and using relevant data and worked out tracking that complies with regulations. These tracks have huge margins around them with splays expanding out to allow for winds and tracking errors etc... They can be approved to be flown via the FMS/GPS reducing splays, but those will be hard entered into the FMS database.
So in considering the points against a light aircraft departing legally from YPOK, it would be most sensible to depart VMC until reaching a safe altitude.
At night I doubt any departure direction from YPOK would comply with required night take-off splays, so even if you had lights it would be hard to prove legal.