C414 PLT CANCELED HIS IFR CLRNC THEN BUSTED MINIMUMS WITH A VISUAL APCH.

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I WAS INBOUND; EXPECTING TO SHOOT THE ILS; BASED ON THE ASOS RPT OF 800 FT BROKEN; 10 MI VISIBILITY. ABOUT 10 OR 12 MI OUT; WHILE DSNDING THROUGH 3000 FT MSL IN CAVU CONDITIONS; I MADE VISUAL CONTACT WITH THE RWY; CANCELED IFR; PROCEEDED INBOUND; AND LANDED WITHOUT INCIDENT. THE WX CONDITIONS DURING MY DSCNT WERE CLR; WITH CLR TO SCATTERED CLOUDS AT 800 FT NEAR THE APCH END OF ONE OF THE RWYS TO THE E. THE ILS RWY WAS A PERPENDICULAR RWY; AT THE W END OF THE ARPT; AND ITS APCH END WAS TO THE S. DURING MY APCH AND LNDG; I COULD SEE THAT THE W END OF THE ARPT WAS BENEATH A LOWER CEILING OF 500-800 FT OVCST. UPON LNDG; I REALIZED THAT THE ASOS RPT SHOULD HAVE BEEN THE CTLING FACTOR IN MY DECISION MAKING; REGARDLESS OF HOW THE WX CONDITIONS APPEARED FROM MY VANTAGE POINT; BECAUSE THE ARPT IS LOCATED WITHIN CLASS E SURFACE AIRSPACE. FACTORS THAT CONTRIBUTED TO MY POOR DECISION WERE A LACK OF NUTRITION; PARTIAL HEAT EXHAUSTION; AND DEHYDRATION. OTHER FACTORS INCLUDED THE NATURE OF THE TRIPS. THIS FLT WAS THE 5TH LEG OF A 7 STOP; 13 1/2 HR DUTY DAY. MY CUSTOMERS PROMISED OF NO MORE THAN 1 HR WAIT BTWN STOPS; BUT THE CUSTOMERS WERE 1 - 1 1/2 HRS LATE; AND SPENT A LOT OF EXTRA TIME BTWN STOPS. THIS 'HURRY-UP-AND-WAIT' SCHEDULE FAILED TO PROVIDE ME WITH AN OPPORTUNITY TO TAKE AN ADEQUATE BREAK; AND FIND DECENT FOOD. MY FAILURE TO PERFORM AT OPTIMUM CAPACITY CONTRIBUTED TO MY POOR DECISION OF IGNORING THE RPTED WX; AND THINKING THAT I CAN SIMPLY PROCEED VISUALLY.