Narrative:

I received a WX briefing from a flight service briefer for the proposed trip from sgf to lbf and filed an IFR flight plan with 'radar vector for thunderstorm' in the remarks section of the flight plan as there was a line of thunderstorms across the entered route being approximately 60 mi east of ict moving northeast. After departing sfg, I was in and out of areas of IFR conditions with moderate turbulence in IFR and light turbulence in VMC conditions. I was asked by ATC to climb to a higher altitude for crossing traffic and I complied, but the turbulence was worse, so I asked for a lower altitude as soon as possible and finally was cleared to a lower altitude. While en route I would get an updated WX briefing for planning and safety reasons. When I was switched to the final controller, I again asked for updated briefing, which did not sound like the WX was workable. So I asked for more information about areas along side of my direct route, but was told to go direct ict to my destination. I turned to the new heading and upon roll out, I had a wall of IFR WX directly in front and approximately 15 mi away. I immediately asked to go off frequency to talk to flight watch and was granted permission, but as usual, report broke up. After making contact with the flight watch briefer, he informed me that the current conditions in ict were half mile visibility in heavy rain, thunderstorm, half to 1 inch, and wind gusts to 50 mph and his advice was of course don't go there, and hearing that, I would not go there without his advice. About that time, I encountered turbulence fast approaching 'severe,' so I told him I was making a shallow turn to the right and let my radar help find a way to the right and to exit the area of turbulence. My airspeed was well below manual speed for the weight and I discontinued my conversation and I switched to ATC controller to tell him what my flight conditions were and I was exiting that space to take a new look a ways back. By the time I had made a 180 degree turn and was out of turbulence and in VMC. Upon reconnecting with ATC, I was informed that I was involved in a separation incident and to call phone number when I landed as soon as possible. I then told him what I did, the reason, and then asked for vectors to a nearby airport to make the phone call and wait out the thunderstorm. It was as advertised, except the hail, high wind gusts, heavy rain, thunderstorm and poor visibility. He had me on a heading into the thunderstorm and turbulence and I took the initiative and reported not to enter the storm gust front in the interest of safety. The aircraft I was flying is a piper cheyenne, with all equipment operable radar and GPS included.

Related reports:

Google
 

Original NASA ASRS Text

Title: PLT FILED AN IFR FLT PLAN WITH THE REMARKS, 'RADAR VECTORS FOR THUNDERSTORM AVOIDANCE.' IN AN FSS BRIEFING THE PLT WAS INFORMED THAT HEAVY RAIN, HAIL, THUNDERSTORMS, GUSTY WINDS AT 50 KTS, AND POOR VISIBILITY, EXISTED ALONG HIS RTE FLT.

Narrative: I RECEIVED A WX BRIEFING FROM A FLT SERVICE BRIEFER FOR THE PROPOSED TRIP FROM SGF TO LBF AND FILED AN IFR FLT PLAN WITH 'RADAR VECTOR FOR THUNDERSTORM' IN THE REMARKS SECTION OF THE FLT PLAN AS THERE WAS A LINE OF THUNDERSTORMS ACROSS THE ENTERED RTE BEING APPROX 60 MI E OF ICT MOVING NE. AFTER DEPARTING SFG, I WAS IN AND OUT OF AREAS OF IFR CONDITIONS WITH MODERATE TURB IN IFR AND LIGHT TURB IN VMC CONDITIONS. I WAS ASKED BY ATC TO CLIMB TO A HIGHER ALT FOR CROSSING TFC AND I COMPLIED, BUT THE TURB WAS WORSE, SO I ASKED FOR A LOWER ALT ASAP AND FINALLY WAS CLEARED TO A LOWER ALT. WHILE ENRTE I WOULD GET AN UPDATED WX BRIEFING FOR PLANNING AND SAFETY REASONS. WHEN I WAS SWITCHED TO THE FINAL CTLR, I AGAIN ASKED FOR UPDATED BRIEFING, WHICH DID NOT SOUND LIKE THE WX WAS WORKABLE. SO I ASKED FOR MORE INFO ABOUT AREAS ALONG SIDE OF MY DIRECT RTE, BUT WAS TOLD TO GO DIRECT ICT TO MY DEST. I TURNED TO THE NEW HDG AND UPON ROLL OUT, I HAD A WALL OF IFR WX DIRECTLY IN FRONT AND APPROX 15 MI AWAY. I IMMEDIATELY ASKED TO GO OFF FREQ TO TALK TO FLT WATCH AND WAS GRANTED PERMISSION, BUT AS USUAL, RPT BROKE UP. AFTER MAKING CONTACT WITH THE FLT WATCH BRIEFER, HE INFORMED ME THAT THE CURRENT CONDITIONS IN ICT WERE HALF MILE VIS IN HEAVY RAIN, THUNDERSTORM, HALF TO 1 INCH, AND WIND GUSTS TO 50 MPH AND HIS ADVICE WAS OF COURSE DON'T GO THERE, AND HEARING THAT, I WOULD NOT GO THERE WITHOUT HIS ADVICE. ABOUT THAT TIME, I ENCOUNTERED TURB FAST APCHING 'SEVERE,' SO I TOLD HIM I WAS MAKING A SHALLOW TURN TO THE R AND LET MY RADAR HELP FIND A WAY TO THE R AND TO EXIT THE AREA OF TURB. MY AIRSPD WAS WELL BELOW MANUAL SPD FOR THE WEIGHT AND I DISCONTINUED MY CONVERSATION AND I SWITCHED TO ATC CTLR TO TELL HIM WHAT MY FLT CONDITIONS WERE AND I WAS EXITING THAT SPACE TO TAKE A NEW LOOK A WAYS BACK. BY THE TIME I HAD MADE A 180 DEG TURN AND WAS OUT OF TURB AND IN VMC. UPON RECONNECTING WITH ATC, I WAS INFORMED THAT I WAS INVOLVED IN A SEPARATION INCIDENT AND TO CALL PHONE NUMBER WHEN I LANDED ASAP. I THEN TOLD HIM WHAT I DID, THE REASON, AND THEN ASKED FOR VECTORS TO A NEARBY ARPT TO MAKE THE PHONE CALL AND WAIT OUT THE THUNDERSTORM. IT WAS AS ADVERTISED, EXCEPT THE HAIL, HIGH WIND GUSTS, HEAVY RAIN, THUNDERSTORM AND POOR VISIBILITY. HE HAD ME ON A HDG INTO THE THUNDERSTORM AND TURB AND I TOOK THE INITIATIVE AND RPTED NOT TO ENTER THE STORM GUST FRONT IN THE INTEREST OF SAFETY. THE ACFT I WAS FLYING IS A PIPER CHEYENNE, WITH ALL EQUIPMENT OPERABLE RADAR AND GPS INCLUDED.

Data retrieved from NASA's ASRS site as of July 2007 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.