Narrative:

En route to dfw, we were cleared to porks intersection on the scurry 9 arrival and were descending from FL260 to 14000'. Because of the excellent presentation of the FMS, which can be selected to display the WX radar return superimposed over our route, I was able to see an area of WX over seago intersection. The north end of this long, narrow WX return was over seago intersection, and it extended about 20 mi to the south. The center of the band painted red with a narrow yellow border and a larger green border. After we switched to ft worth center, I described the WX and asked if we could deviate approximately 2 mi north of seago. I told them we could return to the scurry arrival either at, or just past, gladd. I thought an early notification would help ATC. However, ft worth center eventually said he couldn't work it out and switched us to approach control, with the suggestion that we ask them. After switching to approach control, I repeated my request. However, approach gave us a vector to 220 degrees and a descent to 5000'. I then told approach that the vector would take us through the center of the WX and again asked to deviate. The approach controller asked an air carrier B flight how his ride had been and told us that the previous flight had experienced a smooth ride. I informed him that we were showing a magenta return on our radar indicating severe WX and that we did not want to fly through it. The controller ignored us, and stated angrily that he was only going to talk to flight XXXX. He left no breaks in transmission, and it was impossible to communication with him in time to avoid the WX. This controller's refusal to talk to us left me with 3 unsatisfactory options: I initially considered squawking emergency and turning, however turning north would have taken us into the scurry arrival and turning south could have been equally dangerous around busy dfw. Visibility was 0. With only seconds to make a decision, despite all my efforts to communication early, I elected to penetrate the WX on the strength of the previous flight somewhere ahead at an unknown altitude. Fortunately, we encountered only light turbulence. I am used to professional, cooperative air traffic controllers. I am quite concerned at the angry attitude and the refusal of this controller to talk to us. I expressed my concerns quite early, however I was left with 3 unacceptable options which endangered my passenger and crew.

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Original NASA ASRS Text

Title: ACR MLG VECTORED INTO WX BY UNCOOPERATIVE APCH CTLR.

Narrative: ENRTE TO DFW, WE WERE CLRED TO PORKS INTXN ON THE SCURRY 9 ARR AND WERE DSNDING FROM FL260 TO 14000'. BECAUSE OF THE EXCELLENT PRESENTATION OF THE FMS, WHICH CAN BE SELECTED TO DISPLAY THE WX RADAR RETURN SUPERIMPOSED OVER OUR RTE, I WAS ABLE TO SEE AN AREA OF WX OVER SEAGO INTXN. THE N END OF THIS LONG, NARROW WX RETURN WAS OVER SEAGO INTXN, AND IT EXTENDED ABOUT 20 MI TO THE S. THE CENTER OF THE BAND PAINTED RED WITH A NARROW YELLOW BORDER AND A LARGER GREEN BORDER. AFTER WE SWITCHED TO FT WORTH CENTER, I DESCRIBED THE WX AND ASKED IF WE COULD DEVIATE APPROX 2 MI N OF SEAGO. I TOLD THEM WE COULD RETURN TO THE SCURRY ARR EITHER AT, OR JUST PAST, GLADD. I THOUGHT AN EARLY NOTIFICATION WOULD HELP ATC. HOWEVER, FT WORTH CENTER EVENTUALLY SAID HE COULDN'T WORK IT OUT AND SWITCHED US TO APCH CTL, WITH THE SUGGESTION THAT WE ASK THEM. AFTER SWITCHING TO APCH CTL, I REPEATED MY REQUEST. HOWEVER, APCH GAVE US A VECTOR TO 220 DEGS AND A DSCNT TO 5000'. I THEN TOLD APCH THAT THE VECTOR WOULD TAKE US THROUGH THE CENTER OF THE WX AND AGAIN ASKED TO DEVIATE. THE APCH CTLR ASKED AN ACR B FLT HOW HIS RIDE HAD BEEN AND TOLD US THAT THE PREVIOUS FLT HAD EXPERIENCED A SMOOTH RIDE. I INFORMED HIM THAT WE WERE SHOWING A MAGENTA RETURN ON OUR RADAR INDICATING SEVERE WX AND THAT WE DID NOT WANT TO FLY THROUGH IT. THE CTLR IGNORED US, AND STATED ANGRILY THAT HE WAS ONLY GOING TO TALK TO FLT XXXX. HE LEFT NO BREAKS IN XMISSION, AND IT WAS IMPOSSIBLE TO COM WITH HIM IN TIME TO AVOID THE WX. THIS CTLR'S REFUSAL TO TALK TO US LEFT ME WITH 3 UNSATISFACTORY OPTIONS: I INITIALLY CONSIDERED SQUAWKING EMER AND TURNING, HOWEVER TURNING N WOULD HAVE TAKEN US INTO THE SCURRY ARR AND TURNING S COULD HAVE BEEN EQUALLY DANGEROUS AROUND BUSY DFW. VIS WAS 0. WITH ONLY SECS TO MAKE A DECISION, DESPITE ALL MY EFFORTS TO COM EARLY, I ELECTED TO PENETRATE THE WX ON THE STRENGTH OF THE PREVIOUS FLT SOMEWHERE AHEAD AT AN UNKNOWN ALT. FORTUNATELY, WE ENCOUNTERED ONLY LIGHT TURB. I AM USED TO PROFESSIONAL, COOPERATIVE AIR TFC CTLRS. I AM QUITE CONCERNED AT THE ANGRY ATTITUDE AND THE REFUSAL OF THIS CTLR TO TALK TO US. I EXPRESSED MY CONCERNS QUITE EARLY, HOWEVER I WAS LEFT WITH 3 UNACCEPTABLE OPTIONS WHICH ENDANGERED MY PAX AND CREW.

Data retrieved from NASA's ASRS site as of August 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.