Narrative:

Departed [and] en route to ZZZ direct. I filed flight plan via foreflight. At time of file; my arrival airport was indicating marginal VFR and both my alternates VFR. Departed on a 2 hour and 57 minute flight with approximately 4 hours of fuel. I picked up flight following from ATC as soon as I got enough altitude for them to receive. I climbed on top of the clouds for favorable winds at 9;500 feet and all was well. The only time I saw the ground en route; I started looking for any holes or openings to drop in through 100 miles out. At 25 miles out from my arrival airport; I decided to turn southeast looking for any opening as I was aware of the weather system west and figured getting to the ocean's warmer air might provide me a spot to get underneath. I estimated approximately 1 hour fuel remaining at this time.I called ATC asking for vectors to any clearings; but they only see precipitation; not clouds. ATC [advised] on my behalf and that's when the real fun began. ATC advised there was no airports within 150 miles reporting VFR and I knew I did not have enough fuel to get 150 miles away. We were privy to ATC asking all pilots at all airports in the area for PIREPS. All of them reporting being in the clouds after lift off and the tops at 8;000 to 9;500 feet depending on their area. I lowered my landing gear as to not have to think about it anymore; reduced my airspeed and leaned out my engine in effort to conserve fuel. The rest is really a blur. I have had approximately 10 hours of IFR training on simulator and under the hood in flight shooting approaches into my local airports. I've been in IMC with my instructor in the right seat. However; when ATC asked me to load an approach; I just couldn't focus enough to do so. My passenger and I had spent time reviewing procedures during the flight as he will be in the right seat often with me for work and started teaching him how to be an active co-pilot; if you will. He was playing with the G796 and learning its functions enroute. When ATC asked me how many souls on board; it became real to my passenger whom knew he had to remain calm on my behalf. He wasn't aware of the fuel situation until I advised ATC both my gauges were reading empty. My air traffic controllers from TRACON were unbelievable in their professionalism and calmness. I advised that I just needed to be vectored in. I'm a very good pilot (I feel) and track my fuel usage in flight best that I can. It's like a game to me to see how much fuel I fill up with as opposed to my notes and how much I thought I had burned. In descent; I made a conscious choice to switch tanks from left to right as I knew my right wing had more fuel than the left and knew that when I got below; I needed to make left hand turns and keep my right wing high. We dropped out at 750 feet. I don't know that there is anything I could have done different or better for the situation I was in. Truly; the one thing on my mind through this event was to fly the plane until it wouldn't fly anymore while preserving fuel to the best of my ability. I can assure any and all that I will be IFR certified within the next 30-45 days and will spend much time on the ground mastering the functions of both my G530 and G796. I am eternally grateful to [the] 2 air traffic controllers whom I have been invited to meet and will be a better pilot because of the experience I encountered.

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Original NASA ASRS Text

Title: A VFR Bonanza pilot reported encountering IMC weather and was guided to an airport by ATC.

Narrative: Departed [and] en route to ZZZ direct. I filed flight plan via ForeFlight. At time of file; my arrival airport was indicating Marginal VFR and both my alternates VFR. Departed on a 2 hour and 57 minute flight with approximately 4 hours of fuel. I picked up Flight Following from ATC as soon as I got enough altitude for them to receive. I climbed on top of the clouds for favorable winds at 9;500 feet and all was well. The only time I saw the ground en route; I started looking for any holes or openings to drop in through 100 miles out. At 25 miles out from my arrival airport; I decided to turn southeast looking for any opening as I was aware of the weather system west and figured getting to the ocean's warmer air might provide me a spot to get underneath. I estimated approximately 1 hour fuel remaining at this time.I called ATC asking for vectors to any clearings; but they only see precipitation; not clouds. ATC [advised] on my behalf and that's when the real fun began. ATC advised there was no airports within 150 miles reporting VFR and I knew I did not have enough fuel to get 150 miles away. We were privy to ATC asking all pilots at all airports in the area for PIREPS. All of them reporting being in the clouds after lift off and the tops at 8;000 to 9;500 feet depending on their area. I lowered my landing gear as to not have to think about it anymore; reduced my airspeed and leaned out my engine in effort to conserve fuel. The rest is really a blur. I have had approximately 10 hours of IFR training on simulator and under the hood in flight shooting approaches into my local airports. I've been in IMC with my instructor in the right seat. However; when ATC asked me to load an approach; I just couldn't focus enough to do so. My passenger and I had spent time reviewing procedures during the flight as he will be in the right seat often with me for work and started teaching him how to be an active co-pilot; if you will. He was playing with the G796 and learning its functions enroute. When ATC asked me how many souls on board; it became real to my passenger whom knew he had to remain calm on my behalf. He wasn't aware of the fuel situation until I advised ATC both my gauges were reading empty. My air traffic controllers from TRACON were unbelievable in their professionalism and calmness. I advised that I just needed to be vectored in. I'm a very good pilot (I feel) and track my fuel usage in flight best that I can. It's like a game to me to see how much fuel I fill up with as opposed to my notes and how much I thought I had burned. In descent; I made a conscious choice to switch tanks from left to right as I knew my right wing had more fuel than the left and knew that when I got below; I needed to make left hand turns and keep my right wing high. We dropped out at 750 feet. I don't know that there is anything I could have done different or better for the situation I was in. Truly; the one thing on my mind through this event was to fly the plane until it wouldn't fly anymore while preserving fuel to the best of my ability. I can assure any and all that I WILL be IFR certified within the next 30-45 days and will spend much time on the ground mastering the functions of both my G530 and G796. I am eternally grateful to [the] 2 air traffic controllers whom I have been invited to meet and will be a better pilot because of the experience I encountered.

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.