Again, talk of declaring yourself VFR or IFR when in G is interesting but irrelevant.
I wonder why you think so
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I think the initial call up was very significant in terms of what happened next, and may have been even more significant in terms of what can be learnt.
Did the pilot call up IFR or VFR? If he called IFR then we can only assume the MDA was above 2,000 feet otherwise the controller would not have cleared his descent. Presumably both pilot and controller expected him to become VMC at 2,000 feet, but he didnt. Nothing wrong so far, but now comes the problem. Why did he not say I cannot maintain visual. Did he realise that if he could not the controller would probably have given him a climb and an IFR transit? If on the other hand he called up VFR, what was he doing descending into IMC for the transit?
Therein possibly lies some lessons. It is my perception that most controllers would clear the traffic IFR through the zone IF the pilot could not maintain VMC on most occasions rather than send him around - but maybe I am wrong? I would be interested in your comments.
As to flying IMC without a radar service therein is a judgement call. Unfortunately in much of the UK a service is just not available period. That either means you dont fly (if conditions are IMC) or you accept the risk.
On the plus side the number of aircraft that will be flying in those conditions in the UK is small. Aslo on the plus side the vast majority will hopefully be transponding. I have now decided I will not fly without TCAS or PCAS (even in VMC) and I think that offers sufficient protection to operate IMC IFR without a service.