Date: 201406
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Procedure; Weather
Primary problem: Weather

Narrative: Previous Enroute Controller cleared as to deviate right of course for weather.  We stated that the weather we were deviating for was 140 miles ahead in vicinity of DTW.  About 3 sectors later; the Controller seemed upset that we were flying a heading and that we should be flying with enroute fixes instead of just a heading deviation for weather.  He stated he had lots of eastbound traffic from O'Hare going around the weather and he needed us to fly heading 255 (I don't remember exact heading) direct IOW when able. We were deviating right of course for weather on about a 300 heading.  He also stated that other aircraft had flown through that area we were trying to avoid and that he was not depicting anything on his radar.  (We described to the Controller where the thunderstorms were located and that we could visually see the anvil.) We stated that we could accept this 255 heading for about 40 miles and then we would need to deviate right of course for weather.  (To help him out for about 40 miles with some of his O'Hare eastbound traffic.)  He did not give us right deviations for weather as we requested down the road.  Instead he asked us what fix we'd like to fly to enroute to IOW.  We stated MBS.  He coordinated with Toronto to coordinate MBS. He didn't want to let us deviate right of course for weather.  I didn't think it would have been the safest course of action to declare an emergency and turn right of course for weather on my own based on the Controller suggestions that his airspace is so saturated with traffic that he didn't want to let us deviate right of course for weather.  We even offered to change altitudes.  Ultimately we flew into the weather that we were trying to avoid.  Cleveland Center sent us into the anvil of a thunderstorm with tops above 36;000 feet.  We were IMC while at 36;000.  Fortunately it was mostly smooth.  Enroute air traffic control was aware of the weather we were deviating around 140 miles prior to the fact.  We were given a clearance to deviate right of course for weather.  (I believe it was direct IOW when able.)  Why couldn't ATC do a better job of coordinating our route around the thunderstorms with that much advance notice?    The Cleveland Center Controller seemed irritated and inconvenienced when we checked in with him on 120.07 with 'deviations right of course for weather.'  Are not O'Hare eastbound flights at odd altitudes for the most part and west bounds at even altitudes?  I don't understand why an even westbound altitude would have been available for a deviation right of course for weather.  I would like to know if this Controller could have cleared us to 'deviate right of course for weather' as we requested and just chose not to.  We could have accepted any number of headings ranging from 300 to 360.  We could have descended out of FL360 for FL350; FL340; FL330; FL320; FL310; or FL300.  I don't feel I should be left with the choice of either flying into the anvil of a thunderstorm (estimated tops into the low 40s.)  A thunderstorm that is very well depicted on national radar or to declare an emergency to avoid it and put my passengers; crew; and aircraft at risk by deviating from my ATC clearance in Reduced Vertical Separation Minimum airspace.      I'd like to hear from a Manager at Cleveland Center explaining to me why his airspace was so congested that the only option available to me was to send me into a thunderstorm anvil or to have me declare an emergency and have me fly my own headings in Reduced Separation Minimum airspace which would present an even greater danger for not only my passengers; crew; and aircraft; but also for but for the passengers and crew of other aircraft as well.  I want to know from Cleveland Center Manager detailing what could have been done differently that would have made both the Controller on 120.07 and myself happy.




Synopsis: Pilot describes flight that at first is on approved deviations by the Center; then a few sectors later the controllers are asking him to fly into the weather they are trying to avoid.