Narrative:

I did not have internet connection throughout the day to survey the weather; but was able to get onto a computer before leaving the office. I checked weather; however in retrospect; was focusing more on the general weather conditions and winds at departure and destination airports and less on possible weather in between. The general weather outlook was VFR; so I proceeded.all was fine in flight until I was handed off to center. The controller stated that there was a cell line between two vors; which I would have to transit. I did not ask further questions; nor did I understand fully what he was saying to me. I should have contacted flight watch to gain details of the weather conditions ahead; but I did not. About 45 minutes into the flight; as I was nearing darker skies ahead; the controller stated that I needed to climb from 6;500 MSL to 10;500 MSL to avoid the MOA in front of me. He stated that my alternative was to maintain my current altitude and discontinue flight following. I assumed that this action might also allow me to stay clear of the weather that was east bound coming at me.this is the primary place where I should have changed course. I should have discontinued VFR advisories and descended to find an airport at which to land. Instead; I climbed to 10;500 ft and remained on course; but began to head more northerly where I thought the thunderstorms would stop. Before long I was into IMC. I focused on my instruments and was intermittently in clear air with ground references. After a few minutes I stopped worrying about maintaining 10;500 ft and began a descent to get clear of the clouds and land. Once I was below the overcast level I located the nearest airport. I called ATC and stated that I was descending to land with the airport in sight. He terminated radar. I was able to land safely; but very shaken.throughout the trip I was stringing together multiple bad decisions that brought me into IMC. My main issues were failing to get enough information; not acting when I knew conditions were not going to be safe ahead; and finally allowing myself to fly into IMC; rationalizing myself out of a safe situation. I have learned a great deal and am grateful to be able to be a safer pilot in the days ahead.

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Original NASA ASRS Text

Title: An inexperienced private pilot aboard a C-172 allowed himself to continue flight into adverse conditions until he became VFR in IMC. When VFR he located an airport and landed safely.

Narrative: I did not have internet connection throughout the day to survey the weather; but was able to get onto a computer before leaving the office. I checked weather; however in retrospect; was focusing more on the general weather conditions and winds at departure and destination airports and less on possible weather in between. The general weather outlook was VFR; so I proceeded.All was fine in flight until I was handed off to Center. The Controller stated that there was a cell line between two VORs; which I would have to transit. I did not ask further questions; nor did I understand fully what he was saying to me. I should have contacted Flight Watch to gain details of the weather conditions ahead; but I did not. About 45 minutes into the flight; as I was nearing darker skies ahead; the Controller stated that I needed to climb from 6;500 MSL to 10;500 MSL to avoid the MOA in front of me. He stated that my alternative was to maintain my current altitude and discontinue flight following. I assumed that this action might also allow me to stay clear of the weather that was east bound coming at me.This is the primary place where I should have changed course. I should have discontinued VFR advisories and descended to find an airport at which to land. Instead; I climbed to 10;500 FT and remained on course; but began to head more northerly where I thought the thunderstorms would stop. Before long I was into IMC. I focused on my instruments and was intermittently in clear air with ground references. After a few minutes I stopped worrying about maintaining 10;500 FT and began a descent to get clear of the clouds and land. Once I was below the overcast level I located the nearest airport. I called ATC and stated that I was descending to land with the airport in sight. He terminated radar. I was able to land safely; but very shaken.Throughout the trip I was stringing together multiple bad decisions that brought me into IMC. My main issues were failing to get enough information; not acting when I knew conditions were not going to be safe ahead; and finally allowing myself to fly into IMC; rationalizing myself out of a safe situation. I have learned a great deal and am grateful to be able to be a safer pilot in the days ahead.

Data retrieved from NASA's ASRS site as of April 2012 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.