Duck - unless you get an STC for a wing mounted radome and spend $80K, C210 Wx radar is out. A GA operator doing that ?
Going IFR on single engine pax carrying bush ops is also impossible for various reasons and as someone said 'Mk1 eyeball'. The BOM Wx radar on the phone screen - yes use every trick you can to find the cleaner VFR tracks.
Also letting go of the controls - no. Instead
nudge the aircraft into maintaining Va and wings level-ish, and keeping the AH / EADI gyro upright because if that falls over in big rolls and pitches it's game over - you won't be doing any partial panel because your pressure instruments will be mostly unreadable. You also cannot rely on the design's inherent hands-off stability because the pitch/rolls rates at which it recovers will be vastly exceeded by the rates at which new turbulence upsets/divergences hit the aircraft.
Cumuliform covers Cu, LCu, Cb, ie, a lump you can fly around as opposed to Stratiform layered cloud formations that may go on for 200Nm as on the East Coast (and be full of ice and hills).
Framer - good idea but it all needs to go into the Ops Manual Part C and be signed for and flown as part of route and strip training, otherwise it will finish up down behind the back of the fridge. The biggest lesson is to get people to fly at the height that gives them max visibility over or under the scunge, because that gives them the maximum information which is what they need for the next 20Nm. I'd suggest that the two guys in the accident aircraft tried punching into a big ugly white wall at 7000' with no information about what was in front of them.
The test for ATSB with this one is to recommend this sort of training and get political support for it to be required by CASA. CASA would not touch it otherwise because that would imply they were at fault for not requiring it before. I can think of a dozen Wx related commercial GA accidents where no changes were recommended.