Skylane 182/RG Turbo Skylane/RG
Flight Crew Private
Flight Crew Last 90 Days 10; Flight Crew Total 520; Flight Crew Type 200
Training / Qualification; Situational Awareness; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Environment - Non Weather Related; Human Factors; Weather; Procedure
I was departing North Las Vegas (VGT) after sunset and before any moonlight and I requested from VGT ground a squawk code for flight following and requested to depart over the center of McCarran airport. My route of flight was direct to Cajon Pass at 10;500 feet. A 'ROCKS' Departure; which is what I got; puts you directly at the mountains and on a dark night you can not tell the difference between the mountain and the sky. I was given a squawk code and departed on Runway 25 with instructions to fly a heading of 220 degrees and [to] contact Las Vegas Departure on their frequency. Winds were at about 270 degrees and at about 15 knots. Winds at altitude varied between 240 and 270 degrees and winds were between 24 and 42 knots. I contacted Departure after takeoff and was told to stand by. I was contacted and told to stay out of Class Bravo and was asked what my route of flight was and altitude I was going to. I responded and was told to ident. Because of the time delay and I was heading into a black hole where I could not tell the difference between the sky and the mountain I informed the Controller that I was a VFR pilot and did not have terrain avoidance on board and if I could be directed south so I could see the 15 Freeway and could know I would miss the mountain. He cleared me to a heading of no more south than 200 degrees (it may have been 190). At that time I realized that I was not climbing more than 600 feet per minute (I am turbo normalized) and my ground speed is about 75 knots. The stall warning horn went off twice briefly and I pushed the nose down to maintain best climb. The Controller came back and said to turn back to assigned heading and that I had a heading of 155. My DG and compass were both at 200 degrees. I turned to 220 degrees. I told him again that I could not see the mountain and could I get to a place where I could see the 15 Freeway. He said that in my current heading and rate of climb the mountain was not an issue. He then said I was drifting again and to get back on my heading. I was still showing 200 degrees on my DG. I was getting ready to turn back to North Las Vegas as all my visual cues were now behind me and then I did see the 15 Freeway. I checked my DG I was heading about 170 degrees instead of 200 degrees. I also ended up about eight miles south of where I thought I was. I got reprimanded by the Controller that if I could not hold an assigned heading that I would not be allowed back in Las Vegas Class Bravo airspace. My main concern was flying the airplane. I started to have a lot on my plate when I did not get the departure that I thought I was going to get; a Controller who did not seem to care that a VFR pilot had no horizon; a plane that would not climb; and my direction did not agree with the Controller. I did not realize it until I discussed this with my instructor the next day that I was likely in a mountain wave and that is what kept me from climbing and also pushed me south and had the nose of the plane pointed 200 degrees and the track was 160 degrees. I should have confirmed with VGT Ground that I was going to get a departure over McCarran airport and not a ROCKS Departure. I should have changed my heading to 230 degrees and confirmed with departure that I was still in compliance with his request. I should have aborted my departure as soon as I lost my visual cues that were in front of me and have Las Vegas Departure get me back to VGT if they were not going to get me out by my requested method. It would also be helpful for the controllers to realize that a VFR pilot is put into IFR conditions when there is nothing but black in front of them and that is a very dangerous condition for someone who is not trained to fly on instruments.
A C182 private pilot departing VGT at night becomes concerned about terrain to the west when the aircraft does not perform as expected and the requested route of flight directly over LAS is not granted.