C150 PLT RELATES HARROWING VFR FLT THAT FLIRTED WITH IMC MUCH OF THE WAY TO DESTINATION.

Narrative

I WAS REPOSITIONING AN AIRPLANE AT NIGHT. A STORM HAD PASSED THROUGH HRS PRIOR TO MY DEP; AND THE WX WAS SHOWING SIGNIFICANT IMPROVEMENT BEHIND THE STORM. I HAD BEEN CHKING THE WX AT ALL OF THE LCL RPTING ARPTS; AND THE TREND WAS SHOWING IT TO BE POSITIVE REGARDING CEILINGS. VISIBILITIES WERE NEVER MUCH OF AN ISSUE AS THEY WERE ALL PRETTY MUCH ABOVE 7 MI. MANY ARPTS ALONG MY RTE OF FLT WERE SHOWING CLR; WHILE SOME WERE SHOWING SCATTERED TO BROKEN LAYERS THAT WOULD BE AT LEAST APPROX 1000 FT ABOVE MY CRUISE ALT. AFTER DEPARTING TO THE NW TOWARD ZZZ; THE WX WAS LOOKING GREAT ALL ALONG THE RTE. I WAS TALKING WITH BOTH ZZZ2 AND ZZZ1 APCH FOR ADVISORIES AS A SAFETY PRECAUTION. WHILE APCHING ZZZ; CTLR ADVISED ME OF SOME OF THE CURRENT CONDITIONS AT ZZZ WHICH WERE MARGINAL. AS I FLEW CLOSER TO ZZZ; I NOTICED THE LOW HANGING LAYERS OF CLOUDS WHICH WERE SURROUNDING THE AIRFIELD. I ADVISED APCH THAT I WOULD BE ABLE TO GO AROUND THE WX TO THE W BEFORE CONTINUING TO MY DEST ARPT. I PROCEEDED TO DO SO; AND WAS ABLE TO GET AROUND MUCH OF THE WX. AS MY FLT PROGRESSED CLOSER TO MY DEST ARPT; I WAS HAVING A VERY DIFFICULT TIME KEEPING REGULATORY DISTANCES AWAY FROM THE CLOUD WHILE REMAINING IN CLASS G AIRSPACE; BUT WAS ABLE TO DO SO. THERE WERE MANY TIMES WHERE I ENDED UP VFR ON TOP AND HAD TO MANEUVER AROUND TO FIND NECESSARY HOLES IN THE SCATTERED TO BROKEN LAYERS OF CLOUDS. THE ACFT THAT I WAS FLYING HAD MINIMUM IFR EQUIP; HOWEVER; WAS NOT CURRENT AND CERTIFIED TO FILE IFR. FORTUNATELY; I WAS RECEIVING ADVISORIES FROM THE APCH WHO SEEMED AT TIMES TO BE CONCERNED WITH MY EXCESSIVE VECTORS AROUND WX. THE FLT WAS SUCCESSFUL AND I WAS ABLE TO LAND SAFE AT THE ZZZ ARPT. IT WAS POSSIBLE THAT I MAY HAVE VIOLATED THE REG STATING 1000 FT ABOVE THE HIGHEST OBSTACLE IN POPULATED AREAS. THERE WERE TIMES WHICH I NEEDED TO REMAIN IN CLASS G AIRSPACE IN ORDER TO MAINTAIN ADEQUATE REGULATORY DISTANCES FROM CLOUDS. I LEARNED MANY EXPERIENCES FROM THIS FLT THAT I NEVER IN MY PROFESSIONAL AVIATION CAREER WILL FIND MYSELF DOING AGAIN. EARLIER BEFORE MY FLT; I RECEIVED A WX BRIEF FROM FSS WHICH INDICATED THAT I SHOULD NOT HAVE MANY PROBS OR ISSUES GETTING BACK TO MY DEST. THIS SHOWED ME THAT THESE WX BRIEFS ARE NOT ALWAYS RELIABLE; AND IT IS NECESSARY TO HAVE ACCESS TO A COMPUTER TO PREDICT AND FORECAST ON MY OWN. I ALSO LEARNED THAT IF THERE IS EVEN THE SLIGHTEST POTENTIAL FOR WX TO BECOME BAD ENOUGH WHERE IT WAS NEARLY NECESSARY TO FILE IFR; NEVER ASSUME THAT THE FLT WILL REMAIN VFR AND UTILIZE A NON INST CERTIFIED ACFT. I WAS CONFIDENT THAT I WAS ABLE TO RETAIN MY SITUATIONAL AWARENESS AT ALL TIMES WHILE VECTORING AROUND SOME TRICKY AREAS OF WX; WHICH GIVES ME MORE JUSTIFICATION TO CONTINUOUSLY KEEP PRACTICING MY AWARENESS SKILLS. AT NO POINT DURING THIS FLT DID I CONSIDER ANYTHING DONE TO BE UNSAFE. IN FACT; I WAS ABLE TO USE MY JUDGEMENT TO KEEP THE FLT AS SAFE AS POSSIBLE FOR THE SITUATION BY REMAINING IN REGULATORY G AIRSPACE WHEN NECESSARY. UNFORTUNATELY; THERE WERE NOT MANY OPTIONS ONCE I FLEW NEAR THIS WX; AND MY BEST BET WAS TO CONTINUE TO ZZZ AND COMPLETE MY FLT SAFELY. IT WAS A HUGE EYE OPENER THAT WE MUST ALWAYS REMEMBER TO PREDICT WX; BUT KNOW WHILE DOING SO THAT IT CAN AND WILL SOMETIMES CHANGE TO SOMETHING COMPLETELY UNFORESEEN. AT NO TIME WERE ANY REGS BROKEN INTENTIONALLY; ALL THE CHOICES I MADE WERE FOR THE COMPLETE AND UTMOST SAFETY OF FLT AT ALL TIMES. I HAVE LEARNED MULTIPLE THINGS FROM THIS FLT AND NEVER INTEND TO PUT MYSELF IN A SITUATION WHICH WOULD CAUSE SIMILAR PROBS TO WHAT I EXPERIENCED.