Narrative:

I was flying to downtown springfield (3DW). The weather briefing I received just before my departure for the closest airport to my destination was 3000 ft and greater than 6SM. Deteriorating weather was expected. South and east of my route was showing lower ceilings and rain. 80 miles out at an altitude of 4000; the visibility was worsening and I would lower my altitude to avoid the clouds. 40 miles out with it now dark; I continued to reduce altitude to between 2100 MSL to 1900 MSL to avoid clouds. At 1900 [MSL]; I was in the clouds around 30 nm out. The airplane was equipped with an s-tec 20 autopilot and garmin GNS 430 (non-waas) GPS. The autopilot [was] on and the GPS programmed direct to 3DW. My CFI left me a voicemail around this time and I returned his call letting him know of my situation. At this time; I should have performed a 180 [turn]; but continued to think conditions would improve due to MVFR reporting from the destination airport. I failed to realize the weather reports could be inaccurate and misjudged my ability.with my CFI on the phone; I was able to program the GPS with his help for a GPS approach. I was lined up with the runway and was clear of the clouds at 500 feet AGL. I landed safely with a few bounces. I would recommend that weather reports should not be implicitly trusted and immediately turn around once or before you've exceeded your personal minimums. Flying in the clouds for non-instrumented rated pilots is much more stressful and life threatening than you could imagine. Disorientation is for real and not in your control.

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Original NASA ASRS Text

Title: PA28 pilot reported becaming task saturated while trying to stay VFR in IMC conditions.

Narrative: I was flying to Downtown Springfield (3DW). The weather briefing I received just before my departure for the closest airport to my destination was 3000 ft and greater than 6SM. Deteriorating weather was expected. South and east of my route was showing lower ceilings and rain. 80 miles out at an altitude of 4000; the visibility was worsening and I would lower my altitude to avoid the clouds. 40 miles out with it now dark; I continued to reduce altitude to between 2100 MSL to 1900 MSL to avoid clouds. At 1900 [MSL]; I was in the clouds around 30 nm out. The airplane was equipped with an S-Tec 20 autopilot and Garmin GNS 430 (non-WAAS) GPS. The autopilot [was] on and the GPS programmed direct to 3DW. My CFI left me a voicemail around this time and I returned his call letting him know of my situation. At this time; I should have performed a 180 [turn]; but continued to think conditions would improve due to MVFR reporting from the destination airport. I failed to realize the weather reports could be inaccurate and misjudged my ability.With my CFI on the phone; I was able to program the GPS with his help for a GPS approach. I was lined up with the runway and was clear of the clouds at 500 feet AGL. I landed safely with a few bounces. I would recommend that weather reports should not be implicitly trusted and immediately turn around once or before you've exceeded your personal minimums. Flying in the clouds for non-instrumented rated pilots is much more stressful and life threatening than you could imagine. Disorientation is for real and not in your control.

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.