Narrative:

Pilot departed on VFR flight to ZZZ under an ADIZ/frz flight plan I filed VFR as conditions were clearing and were forecasted to improve. As broken layers existed the pilot (myself) requested ILS 23 approach from approach [control] and was granted flight following and given vectors. I was under impression I was IFR at this time as it was MVFR. I was given vectors to the ILS 23 at ZZZ. I was passed off to ZZZ tower and proceeded on the ILS. A communication was made that was stepped on; I requested ZZZ tower to say again. ZZZ tower then asked if I was IFR or VFR; I assumed I was IFR and respond so. On short final ZZZ tower wanted me to discontinue the approach and exit the class D airspace since he could not legally allow me to land in a MVFR field and wanted me to exit the airspace. I explained due to safety of flight I was not going to depart VFR in to possible IFR due to PIC judgment of safety of flight I was unable to comply. The legal conversation continued as I landed. At this time I had a clear runway and was not in any layers and had a good glide path and I was not going to break off the approach and enter IFR conditions with passengers (possibly to be left to die flying VFR in IFR conditions; or possibly violate the ADIZ; before we reestablished ) before I got picked back up on a by a possibly very busy approach ATC dealing with commercial traffic; then air file a new IFR flight plan; re-establish a second approach and work back to where I already was due to the fields legal issue. All when I had a runway in sight and the flight was at that point safe and given excellent services. Due to the safety of flight issue as PIC I did comply with ATC instructions. During the final I believe after asking I responded I was ok continuing under my own responsibility. With busy approach [controller] I have waited and orbited 20 minutes for my frz flight plan to be picked up in this region south of ZZZ. The tower's legal requirements of a clearing weather condition forcing me back into an unknown weather condition did not mean more to me than the safe conduct of my flight and protection of my passengers under services. Other than this point services were excellent and I complied as much as possible with ATC instructions. As I was under services up to final and had runway in sight I was not going to do a missed approach; be dropped from the airspace system; proceed without them into possible IFR and reestablish in the air; just to get back where I already was. I was given a [phone] number; called it after I tied down and was informed that a M.O.right. (Pilot deviation) was going forward. I was not given the FAA operator numbers of personnel involved after I requested it; just a supervisor number. This disadvantages me in the coming MOA process.

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Original NASA ASRS Text

Title: C172 Pilot reported VFR in IMC and non-compliance with ATC instructions due to safety of flight and PIC authority.

Narrative: Pilot departed on VFR flight to ZZZ under an ADIZ/FRZ flight plan I filed VFR as conditions were clearing and were forecasted to improve. As broken layers existed the Pilot (myself) requested ILS 23 approach from Approach [Control] and was granted flight following and given vectors. I was under impression I was IFR at this time as it was MVFR. I was given vectors to the ILS 23 at ZZZ. I was passed off to ZZZ Tower and proceeded on the ILS. A communication was made that was stepped on; I requested ZZZ Tower to say again. ZZZ Tower then asked if I was IFR or VFR; I assumed I was IFR and respond so. On short final ZZZ Tower wanted me to discontinue the approach and exit the Class D airspace since he could not legally allow me to land in a MVFR field and wanted me to exit the airspace. I explained due to safety of flight I was not going to depart VFR in to possible IFR due to PIC judgment of safety of flight I was unable to comply. The legal conversation continued as I landed. At this time I had a clear runway and was not in any layers and had a good glide path and I was not going to break off the approach and enter IFR conditions with passengers (possibly to be left to die flying VFR in IFR conditions; or possibly violate the ADIZ; before we reestablished ) before I got picked back up on a by a possibly very busy Approach ATC dealing with commercial traffic; then air file a new IFR flight plan; re-establish a second approach and work back to where I already was due to the fields legal issue. All when I had a runway in sight and the flight was at that point safe and given excellent services. Due to the safety of flight issue as PIC I did comply with ATC instructions. During the final I believe after asking I responded I was ok continuing under my own responsibility. With busy Approach [Controller] I have waited and orbited 20 minutes for my FRZ flight plan to be picked up in this region south of ZZZ. The Tower's legal requirements of a clearing weather condition forcing me back into an unknown weather condition did not mean more to me than the safe conduct of my flight and protection of my passengers under services. Other than this point services were excellent and I complied as much as possible with ATC instructions. As I was under services up to final and had runway in sight I was not going to do a missed approach; be dropped from the airspace system; proceed without them into possible IFR and reestablish in the air; just to get back where I already was. I was given a [phone] number; called it after I tied down and was informed that a M.O.R. (pilot deviation) was going forward. I was not given the FAA operator numbers of personnel involved after I requested it; just a supervisor number. This disadvantages me in the coming MOA process.

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.