GA SMA OVERSHOT TURN POINT ON V567.

Narrative

I WAS ON A LEG FROM ABQ TO PHOENIX DEAR VALLEY (DUT) ON AN IFR FLT. I FILED FOR 12000 FT AND ENCOUNTERED MODERATE TURB WHILE ON V12. BEFORE REACHING INW I RECEIVED A CHANGE TO MY FLT PLAN INSTRUCTING TO USE V567 INSTEAD OF THE V95 PREVIOUSLY ON MY FLT PLAN. WHEN I ASKED TO CLB TO THE HIGHER MEA FOR V567 (14000); I WAS TOLD THAT 12000 WAS ACCEPTABLE SINCE I WOULD BE ON RADAR THE ENTIRE RTE AT 12000; SO I ACCEPTED REMAINING AT 12000. AT AROUND DME ON V567 FROM INW I LOST RECEPTION OF INW. IN ATTEMPTING TO VERIFY MY LOCATION; I MISSED THE SOUTHERLY TURN ON V567; WHICH WAS POINTED OUT BY CENTER. WHEN; AT THAT TIME; I REALIZED I WAS ON THE 344 DEG RADIAL FROM SRP. CENTER HAD ALSO GIVEN ME A DSCNT OUT OF 12000 TO 10000 WITHIN THE SAME PERIOD OF TIME. I FEEL THIS ALSO CONTRIBUTED TO THE PROBLEM OF RECEPTION OF THE INW VOR. CENTER INSTRUCTED ME TO TURN TO A HDG OF 120 DEG TO RETURN TO THE AIRWAY; AND CONFIRMED THAT MY CLRNC WAS TO FOLLOW V567 TO SRP. PRIOR TO RETURNING TO THE CENTER OF THE AIRWAY; I WAS HANDED OFF TO PHOENIX APCH; AND GIVEN VECTORS TO DVT. THERE WERE RAIN AND TSTMS VISIBLE TO THE E AND W OF MY RTE. I HAD JUST NAVIGATED W AROUND A STORM TO MY E AS THIS WAS ALL DEVELOPING. TURB ENCOUNTER ALONG THE ENTIRE RTE RANGED FROM LIGHT TO MODERATE MAKING THE CHANGING OF THE NAV RADIOS TWICE CONFUSING. BEING ALONE; ALL THESE FACTORS RESULTED IN A PREOCCUPATION ON MY PART; AND LITTLE HELP FROM CENTER; WHO DID NOT APPEAR TO BE ALL THAT PREOCCUPIED. I FEEL; IN RETROSPECT; I SHOULD NOT HAVE ACCEPTED THE RTE CHANGE; AND CENTER SHOULD HAVE ADVISED ME THAT NAV RECEPTION WOULD BE JEOPARDIZED BY NOT FLYING AT THE MEA. MY PERCEPTION OF THIS COMMENT WAS THAT A 12000 FT ALT ON THIS AIRWAY WOULD NOT EFFECT ANY RECEPTION REQUIREMENT OR I WOULD RECEIVED ASSISTANCE WHERE NECESSARY. THE TIMELY DSCNT INSTRUCTED ALSO CONTRIBUTED TO MAKE IT DIFFICULT IF NOT UNSAFE BY ENTERING ANOTHER VICTOR AIRWAYS AIRSPACE TO THE W.