Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 100; Flight Crew Total 2700; Flight Crew Type 600
Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Environment - Non Weather Related; Human Factors; Weather
On a VFR flight to Bountiful; Utah (BTF) I was making my way into the area from the east of Salt Lake City via Ogden Canyon. I had previously in the day checked the weather forecast in Salt Lake City; an area about five to ten miles away from my airport of intended landing; and the forecast was showing broken ceilings; but definitely still VFR. No report of precipitation was reported in the METAR at the time (about 3 hours previous to the event) or in the TAF for SLC. Further the FA showed similar prognosis for my estimated time of arrival into the SLC area where BTF is located. As I neared Ogden Canyon from the east; I could see active precipitation; but I could still see through it. I surmised it was most likely snow; and it was of a showery and localized quality. I persisted along my route; while in contact with SLC approach having utilized flight following for the last 1/3 of my trip or so; through the mountains. I don't recall the exact radio frequency. As I neared Odgen Canyon; I could see that the precipitation had increased in intensity and I could no longer see through to the other side. The sky cover was still well above me; and I was at 10;500 ft MSL.  I elected to take a different route through the mountains and chose a more southerly route which was VFR. This area is known as Weber Canyon and is immediately east of Hill Air Force Base and it's Class D airspace and the Salt Lake City International Airport Class B airspace that is over the Hill AFB Class D. I knew I would need to go through this airspace and would need their clearance; but as I still had at least 10 miles or more to go until reaching their airspace; I wasn't overly concerned about this at that time.  The precipitation from the northern area was now working its way south and this second canyon now closed off with IMC. Again; the ceilings were still above me. I kept working south in an attempt to cross the mountains east of Salt Lake City to come into the SLC area but this was becoming less and less likely as the precipitation was also working its way south. Talking with SLC Approach on the radio; the controller indicated that the wind had just picked up in intensity; about 30 knots from the north; but no mention was made of any precipitation.As I worked my way south; in the valley just east of SLC; I evaluated my options. The sun had set and it was dusk; but in the areas where the weather had increased; it was fully dark due to the clouds and precipitation. I knew that my choices were becoming limited and I wanted to get on the ground. I was aware of a nearby airport where I had previously done some touch and go landings and elected to go and land at that airport. Morgan County Airport; 42U; was north of my present position now; and was in the area where I was going to try and cross the mountains previously but couldn't because the precipitation had blocked that mountain pass. I calculated I could land there. I descended to pattern altitude and attempted to turn on Pilot Controlled Lighting at the airport. When the PCL didn't activate; I consulted my chart and noted that it indicated no lights at 42U. At this point; I was in the dark; no airport in sight; about 1000 ft above the floor of a mountain canyon and it was now raining. I was out of options and couldn't turn around as I was in a canyon (now heading north coming from the south to enter traffic for 42U) but over Interstate 84; of which I could see the lights of the cars.  I radioed approach and [requested assistance]. Due to spotty communication coverage; the controller [requested additional information] and I repeated [my request] and quickly explained my position and situation. The controller asked if I could climb VFR and I said that I could NOT. It was now dark; and it was raining quite intensely now. I could see the cars on the highway below me and knew that that was the low point in the canyon; decided to climb but use the lights of the cars on the highway as a groundguide.  Onboard; the airplane was equipped with a Garmin GTN750 GPS which has excellent terrain coverage and I was also using that to see where I was in relation to the mountain sides. I told the controller I was over the highway at about 6000 ft or so feet and he indicated I was NOT in radar coverage and there wasn't much he could do for me; but asked if I could maintain my own 'terrain separation' in a climb; and I told him I could; using the cars on the road and my GPS unit. I was now flying north / northwest over the highway and started climbing. I was using the car headlights on the road as a guide; and I told this to the controller. He asked me if I wanted to land on the highway and I told him no - I think we were having poor communication at the time.  The controller told me I was clear to climb to 11;000 feet and I knew that would be enough to safely make it through that canyon. I began my climb and at about 7500 ft MSL or so; and now in the Salt Lake Valley; I could see the city lights; but was now in moderately heavy rain/snow and beginning to penetrate the clouds. The controller had previously asked me if I was IFR-rated and current and I told him I was and that the plane was also IFR capable. At about 8000 ft or so; I was well clear of the mountains; now in the Salt Lake City valley and I was told I was over Hill Air Force Base in radar contact for the first time since this ordeal started. That gave me much comfort at least. I knew I would at least not hit the mountains. I was now heading west; and in a climb to the 11;000 feet that I was previously granted. I could see the strobe lights from my plane reflecting off the clouds at this point. I knew I was in the clouds and I could see that we had a small amount of ice built up on the tires and the windscreen of the plane. The controller asked if I wanted to land at Ogden to the north or SLC to the south and I elected SLC to the south due to long runways; lots of lights and approaches and I was nervous and scared by this point. SLC is familiar to me and I just wanted to be on the ground.  I received a heading to take me west of SLC then south to land at SLC and stayed at 11;000 feet for the next five to ten minutes or so. On my way south toward SLC; the controller asked me if I 'still [required assistance] or if I could take it from there' and I said I was doing much better and could take it from there to come and shoot the ILS and land at SLC. I was still in the clouds; but I knew I was clear of the mountains; gaining my composure; and knew I would make it through with radar vectors to the approach.  I began my approach preparations; obtained the latest ATIS and was prepping for that with my charts.  I was still in contact with controllers who brought me down; and I was able to shoot the ILS for a safe and successful outcome. At no time did anyone come on the line to have me call the local FSDO; or anything else. I have heard in the past where a controller will come on the radio and give a phone number and tell them to call a phone number regarding this situation or that. This wasn't the case for me. I was happy to be on the ground; even though still shook up and ready to learn from this unexpected; unforecasted situation; and never repeat it. That was the end of it; or so I thought.In my mind; unforecasted bad weather had caught me unawares; and I was unable to land at an airport because they had no lights and it was now dark in that mountain canyon area; though simply dusk in the rest of the region. Being at pattern altitude in a canyon; my choices were limited to having to face the unforecasted weather; even though still below the cloud ceiling and [requesting assistance]; and that was about all I could do. Attempting to land at that darkened airport would certainly have ended badly.  So I [requested] significant help in my moment of need even then; because I was not in radar contact; was told there wasn't much they could do for me. I made itout of the terrain on my own; and then because I had been granted at least some of the help I requested; worked my way to the SLC airport.[Several days later]; I received a phone call from a representative of our local FSDO indicating I was being cited for 'flight in IMC without an IFR flight plan.' This is the first I had heard that anything other than an assisted climb and penetration into either or both of Hill AFB class D; or the overlying SLC Class B was being questioned. I had always been taught that [requesting assistance] was a hand up to help get us out of bad situations even if unplanned precipitation and bad weather moved in; and I got caught in it. This has never happened to me before and I was grateful for even limited help.To be told I was being cited for this came as quite a shock. After speaking with the FSDO rep; who was helpful to be sure; he told me that he was going to write this up as 'Airman Counselling' as the outcome instead of the citation or warning letter I was lead to believe was coming my way. I am grateful it is not more serious; to be sure; but in my mind; a negative outcome is still coming my way as this is now on my record; over [requesting assistance] and for 5 minutes utilizing as much help as I could get.  I must admit; while this could have ended deadly; or still badly due to a potential FAR violation on my record for the first time; I will rethink the idea of ever [requesting assistance] ever again. I knew it would mean some paperwork; to be sure; but the potential of a citation was never thought of as a potential outcome to getting caught in unforecasted weather in dark and poor conditions and asking for some help.  I am pleased for the safety of life outcome at least; and if I could make any recommendations for myself; I would have landed further out; or even sought IFR clearance further out. Outside of the bad weather that moved in; the entire flight was unrestricted VFR the entire way; the entire day. I will certainly do better to think ahead of what I can see developing; and try not to get into situations where my choices are so limited.  Certainly [requesting assistance] in the future will come only when there is absolutely; positively; no other choice; but further down that scale than I previously thought it was meant to be used for.  My recommendations for the Airspace system might be to either get lights at mountain valley airports; or even to seek better radar coverage in these areas that are adjacent to Class B airspace and Air Force bases. I know it's all expensive; so there really isn't a good short-term solution. I appreciate this reporting system to be able to share my thoughts on the situation.
The pilot of a small aircraft became trapped in a mountainous area by weather and approaching darkness. After requesting assistance from ATC; the pilot received guidance through the weather to an airport with suitable conditions.