Narrative:

There was a line of storms and weather moving generally north to south along the pennsylvania/new jersey border. Our flight was given clearance to fly a route at 10;000 due to many of the departure fixes being closed by ny center. After departure; we began planning our best route across the weather using the aircraft radar. We were being vectored; and decided the best action was to fly northbound; parallel and on the east side of the weather; to cross at a more advantageous place to the north; based on ATC advice and a PIREP. We thought there was a better place to cross just south of coate; but ATC told us it was unavailable.as we began penetrating the outer layers of the weather; the turbulence became occasional moderate and a lot of static built up in the radios (we tried both comm 1 and comm 2); at times making communication very difficult with ATC. There was a point of confusion where ATC cleared us 'resume own nav; direct laayk (I think) when able' while we were on a vector. We hadn't gone far enough north to accept direct laayk; which would have involved a turn west and directly into the weather. We probably misinterpreted this clearance to mean we could navigate on our own (deviations) until we were able to turn direct laayk. So we turned more to the north/northeast to continue paralleling the weather and wait for a good place to cross.a few minutes later while we were in the clouds; again with severe static on both radios; the radar picked up red returns right in front of us. We were unable to communicate with ATC and chose to take the safest action available to us; and self-deviated briefly to the left; and then once past the red; back to the right which would have rejoined us with the original course we were flying. A few miles further north; ATC assigned us a vector to the west; and said that on their radar they thought there was a gap there. We were not seeing a better situation materializing to the north; the heading was outside the sweep of our radar; so we decided to accept the turn to the west to get a look. By the time we rolled out of the turn we were in the weather; and the best option was to continue and get through it. While on the western heading we encountered moderate turbulence; and although the autopilot did not deactivate; we encountered some up/downdrafts causing airspeed gains of around 40 knots; followed by an altitude loss of around 300 ft. I maintained attitude and worked to return to the assigned altitude and appropriate speed.clarify instructions with ATC prior to action when there is any doubt. Communicate better with ATC when needing to take deviations. Communicate with ATC when having radio issues (static) and attempt to pre-warn that I may need deviations while unable to contact them. Have a backup plan. Be more assertive with ATC when an assigned or suggested action is not the best option in my opinion.

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Original NASA ASRS Text

Title: EMB-175 First Officer reported encountering moderate turbulence; precipitation; and static in the VHF radios during flight over eastern Pennsylvania.

Narrative: There was a line of storms and weather moving generally north to south along the Pennsylvania/New Jersey border. Our flight was given clearance to fly a route at 10;000 due to many of the departure fixes being closed by NY Center. After departure; we began planning our best route across the weather using the aircraft radar. We were being vectored; and decided the best action was to fly northbound; parallel and on the east side of the weather; to cross at a more advantageous place to the north; based on ATC advice and a PIREP. We thought there was a better place to cross just south of COATE; but ATC told us it was unavailable.As we began penetrating the outer layers of the weather; the turbulence became occasional moderate and a lot of static built up in the radios (we tried both Comm 1 and Comm 2); at times making communication very difficult with ATC. There was a point of confusion where ATC cleared us 'resume own nav; direct LAAYK (I think) when able' while we were on a vector. We hadn't gone far enough north to accept direct LAAYK; which would have involved a turn west and directly into the weather. We probably misinterpreted this clearance to mean we could navigate on our own (deviations) until we were able to turn direct LAAYK. So we turned more to the north/northeast to continue paralleling the weather and wait for a good place to cross.A few minutes later while we were in the clouds; again with severe static on both radios; the radar picked up red returns right in front of us. We were unable to communicate with ATC and chose to take the safest action available to us; and self-deviated briefly to the left; and then once past the red; back to the right which would have rejoined us with the original course we were flying. A few miles further north; ATC assigned us a vector to the west; and said that on their radar they thought there was a gap there. We were not seeing a better situation materializing to the north; the heading was outside the sweep of our radar; so we decided to accept the turn to the west to get a look. By the time we rolled out of the turn we were in the weather; and the best option was to continue and get through it. While on the western heading we encountered moderate turbulence; and although the autopilot did not deactivate; we encountered some up/downdrafts causing airspeed gains of around 40 knots; followed by an altitude loss of around 300 ft. I maintained attitude and worked to return to the assigned altitude and appropriate speed.Clarify instructions with ATC prior to action when there is any doubt. Communicate better with ATC when needing to take deviations. Communicate with ATC when having radio issues (static) and attempt to pre-warn that I may need deviations while unable to contact them. Have a backup plan. Be more assertive with ATC when an assigned or suggested action is not the best option in my opinion.

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.