If you "hate to armchair quarterback this," then don't. Power lines are usually not visible from above. (Hint: look for power poles, not lines. You'll likely see them first, although you might be very low by the time you do.) A successful off-airport landing includes picking your landing area fairly early, setting up an acceptable pattern to get to it, and then executing a stabilized approach to your intended touchdown spot, just like any other landing. If you choose a road, by the time you get low enough to see power lines you are probably so low that you are committed to the road regardless. Utility poles range from 20 to 120 feet tall. Would you rather hit a pole at "flying speed," causing a loss of control, and fall the last 20-120 feet with all that forward motion, or land in the snow at a slower speed and slowly go over on your back onto a relatively soft surface? (Near the end of the video you can see the line in the snow where the plane slid, disapating speed, before it finally went over.) I hope I'm never in a position to have to pick one or the other of those options. Until I am, I'm not going to "armchair quarterback" a guy who was. I'll just point out that what he picked, for whatever reasons he had, worked. He and his passengers walked away. That's the bottom line.
For an off airport landing in any field conditions, I would have expected soft field technique. It does not appear that flaps were extended, and as stated earlier it did not seem that the aircraft was slowed to near stall before touchdown. I have, as most of us have, experienced carburetor ice on many occasions and the simple application of carb heat is all that I have ever needed to overcome it. It would appear to me that recurrent training would have been a good option for this , and many other , pilots. Currency is a very valid option for all of us.
No guarantee that the plane nosing over would not have occured anyway, but the pilot seemed calm enough, and yet did not seem to remember how to deal with the situation.
Just some local input, as I live about 4 miles from the crash site. First, the roads in the area are very narrow and nearly all are lined with utility lines and fences. Deep barrow-pits are also the norm here (for run-off management). The only exception is nearby US 89/91, a four-lane highway with a median turn-lane, but it would have been busy that time of day. Second, we were experiencing a severe inversion (you can kind of see evidence of that in the video). In the valley temps struggled to reach the teens, but I was skiing at the time of the accident in the nearby mountains and it was in the mid 30s. The air was dry, but I'm not sure what the exact dew point or humidity was. Judging by the video, the pilot was just north of Sardine Summit, a 6,000' mt. pass. Guessing he was at 7,500'. In the local paper, the pilot said he may have been able to reach Brigham City (BMC) but had one more (7,500') ridge to clear and doubted he'd make it so he decided to turn back toward Logan (LGU). Overall, I think he did the right thing, but yeah- a little fast on touchdown. We all would like to think we could drop the flaps and haul back on the yoke with the stall horn screaming and land like a feather in such a situation.