C172 pilot reported low oil pressure on approach. Pilot landed uneventfully.

Narrative

While beginning the descent into ZZZ; I noticed that the oil pressure had dropped to around 45 PSI and was slowly decreasing. I also noticed that the oil temperature had reached around 239 degrees Fahrenheit; only six degrees from the red line. As the airport was within 10 miles; I did not believe at that time that it constituted a situation.I was shortly thereafter instructed to join the right downwind for runway XX. While maneuvering to join the traffic pattern and descending to TPA; the oil pressure reached a low of about 20 PSI; 5 PSI below the minimum pressure; which triggered a 'low oil pressure' annunciation on the CAS. Knowing that critically low oil pressure combined with an extremely high oil temperature was a possible indication of imminent engine failure; I [requested priority handling] with ZZZ tower and landed on runway XY. At no point did any partial or total loss of power occur. Visual inspection of the aircraft after landing revealed no leaks or any other abnormalities. After an hour of cooling; the oil dipstick was removed and inspected; revealing a reading of approximately 3.5 quarts remaining.It is my opinion that; prior to departure from ZZZ1 airport; I must have mistook a smear just above the '5' marking on the oil dipstick for the actual reading; thereby missing the indication of a critically low oil quantity. I believe that the oil pressure indication must have read abnormally low; and the oil temperature indication abnormally high for quite some time before I noticed them.In my opinion; this incident could have been prevented had I been more proactive with regards to checking the oil quantity before every flight. I should have also realized that there was no way that the oil quantity would remain at about the same level for over six hours of flight (cumulative from the original point of departure; ZZZ2 [Airport]; with no added oil in between). I am reminded of the importance of cleaning the oil dipstick before rescrewing and again unscrewing it for re-inspection to reduce the chances of incorrectly interpreting the oil quantity indication. I had also missed the opportunity to add additional oil before departing from ZZZ2 as the policy of the club from which the aircraft was rented stated '5 quarts' as the desired specific quantity of oil. This incident is a reminder for me that non-regulatory operational preferences should never supersede the interest of flight safety. The POH for this aircraft recommends additional oil for long periods of engine operation (such as for over six cumulative hours). I am also reminded of the importance of paying attention to engine indications regularly throughout the entire flight; not just upon engine start and immediately prior to and after departure. If I had done so; I would have noticed the abnormal indications earlier; and terminated the flight before it developed into the situation that it did. Ultimately; this incident could have been prevented by strict compliance with regulatory requirements and manufacturer recommendations.