Narrative:

Flight to kal; forecast conditions in area at time of arrival called for visibility greater than 6SM; with showers in the vicinity. At one hour after arrival; weather was forecast to be visibility 6SM; with light snow; mist (based on taf for gal). Approximately 20NM from kal; decision was made to turn back due to weather conditions (deteriorating visibility and light icing encountered). Visibility was observed to have also since deteriorated. Approximately 7NM west of gal visibility dropped to approximately 1SM (snow) and decision was made to divert northwest towards favorable weather.attempted fly to kyu; but weather appeared to be marginal/mixed VMC (no weather reporting at this location). A second attempt was made to fly to gal. AWOS at the time was reporting 5SM visibility. Approximately 10NM west of gal visibility dropped to approximately 1SM; and again decision was made to divert northwest. Conditions over kyuhad not improved; and the next nearest field (hla) was 60NM to the north. Conditions between present position and hla were marginal VMC with possible IMC. A PIREP was obtained from a flight that had just landed at gal. The PIREP said conditions in vicinity of airport appeared to be good; but snow squalls could be observed to north; west; and south. VFR flight did not appear possible from present position to any airfield. Aircraft was equipped with attitude and heading indicators; but not certified for IFR. Decision was made to fly to gal due to known favorable conditions in the area. Approximately 8NM west of gal visibility dropped to approximately 1/4SM; before rapidly improving. Flight continued on to fai without further incident. Decision to fly through IMC was based on what appeared to be a lack of suitable alternatives. Diverting to hla appeared to have a high probability of encountering IMC. A climb into IMC to contact ATC for clearance was considered; but [this] would have required climbing into icing conditions. A lack of radar coverage would also limit ATC assistance. Aircraft was being flown single pilot; without an autopilot. Weather radar; ads-B ground station coverage; and/or ATC radar coverage could aid in preventing a recurrence.

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Original NASA ASRS Text

Title: C206 pilot reported encountering lower than forecasted conditions while on a VFR flight; in non IFR equipped aircraft. The pilot diverted; and conducted the flight into IMC; as this was the best option; until reaching VMC.

Narrative: Flight to KAL; forecast conditions in area at time of arrival called for visibility greater than 6SM; with showers in the vicinity. At one hour after arrival; weather was forecast to be visibility 6SM; with light snow; mist (based on TAF for GAL). Approximately 20NM from KAL; decision was made to turn back due to weather conditions (deteriorating visibility and light icing encountered). Visibility was observed to have also since deteriorated. Approximately 7NM west of GAL visibility dropped to approximately 1SM (snow) and decision was made to divert Northwest towards favorable weather.Attempted fly to KYU; but weather appeared to be marginal/mixed VMC (no weather reporting at this location). A second attempt was made to fly to GAL. AWOS at the time was reporting 5SM visibility. Approximately 10NM west of GAL visibility dropped to approximately 1SM; and again decision was made to divert Northwest. Conditions over KYUhad not improved; and the next nearest field (HLA) was 60NM to the north. Conditions between present position and HLA were marginal VMC with possible IMC. A PIREP was obtained from a flight that had just landed at GAL. The PIREP said conditions in vicinity of airport appeared to be good; but snow squalls could be observed to north; west; and south. VFR flight did not appear possible from present position to any airfield. Aircraft was equipped with attitude and heading indicators; but not certified for IFR. Decision was made to fly to GAL due to known favorable conditions in the area. Approximately 8NM west of GAL visibility dropped to approximately 1/4SM; before rapidly improving. Flight continued on to FAI without further incident. Decision to fly through IMC was based on what appeared to be a lack of suitable alternatives. Diverting to HLA appeared to have a high probability of encountering IMC. A climb into IMC to contact ATC for clearance was considered; but [this] would have required climbing into icing conditions. A lack of radar coverage would also limit ATC assistance. Aircraft was being flown single pilot; without an autopilot. Weather radar; ADS-B ground station coverage; and/or ATC radar coverage could aid in preventing a recurrence.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.