Narrative:

I was unable to obtain clearance on the ground at robbinsville (N87) from mc guire approach and so took off from robbinsville and proceeded to robbinsville VOR my first NAVAID. I received clearance for the flight which included a different route from what was filed. The route filed included a route to lga and then on to bdr and then mad then ZZZ VOR. The clearance however; had me fly to dixie and then V16 to jfk then bdr to mad and to ZZZ VOR; via airways.after reaching rbv; mc guire directed me to climb to 5;000; and direct to dixie. The aircraft had a stec 55 autopilot with altitude hold. I engaged the heading bug and proceeded to dixie; referencing the garmin 430 data. During the climb; I began programming the route issued in clearance. Once 5000 feet was reached; I engaged the altitude hold and continued to enter the route into the garmin 430. At this time; the heading selected using the heading bug was inadequate to fly direct to dixie; and mcguire approach issued a warning and a heading of 090 to reach dixie. I adjusted the heading to 090 and continued the climb and the garmin 430 programing. After reaching 5000; I engaged the altitude hold and continued programing the last few waypoints; however; during this time; the altitude hold failed; and mc guire approach again issued an alert; as my altitude had reached 5500. Mcguire approach asked me to state my intentions; and I reiterated my plan to fly to dixie and thence to jfk. Mc guire approach then asked the flight conditions; and I noted to him the haze. I apologized for the deviation while he explained that there were other aircraft at 4000 and 6000 he was working with. I returned to 5000 feet and arrived at dixie and proceeded to V16 and onward with no other issues.things I should have done: fly the first few waypoints and complete initial climb before programing the GPS. This would have prevented distracting effect of programing the GPS in flight. It is very important to note that programing a GPS is a flight management task and does not constitute navigation. It is crucial to recognize that the initial climb and navigation is the most crucial part of a flight; as it takes place near airports and therefore has a high traffic density and corresponding demand for peak airmanship. Programming the GPS can occur during cruise when the aircraft is straight and level; and the pilot's attention can be afforded to less critical tasks such as programming the GPS.programming the GPS is best done on the ground; however; it cannot be done without a clearance. Airports such as robbinsville should have a better way of communicating with a clearance delivery agency; typically; this is the approach control of a nearby large airport. I tried to find a frequency I could reach mc guire with; in the AFD and sectional. It was not until I reached the end of the runway that I spotted a fading sign with a frequency that would reach mc guire. This information should be as easy to find as ctafs and AWOS/ATIS; which are included on sectionals. With the advent of cellphones; phone numbers can also be published on sectionals; in tabular form indicating the airports covered by each approach facility responsible for issuing clearances to aircraft located at them.it should not be forgotten that it is understood that the PIC is responsible for following clearances; and this was not done; but will be noted for future flights of this nature.

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Original NASA ASRS Text

Title: C172 pilot reports picking up his IFR clearance airborne and receiving a different route than filed. Attempting to program the GPS while climbing; both track and altitude deviations occur and are noted by ATC.

Narrative: I was unable to obtain clearance on the ground at Robbinsville (N87) from Mc Guire approach and so took off from Robbinsville and proceeded to Robbinsville VOR my first NAVAID. I received clearance for the flight which included a different route from what was filed. The route filed included a route to LGA and then on to BDR and then MAD then ZZZ VOR. The clearance however; had me fly to DIXIE and then V16 to JFK then BDR to MAD and to ZZZ VOR; via airways.After reaching RBV; Mc Guire directed me to climb to 5;000; and direct to DIXIE. The aircraft had a STEC 55 autopilot with altitude hold. I engaged the heading bug and proceeded to DIXIE; referencing the Garmin 430 data. During the climb; I began programming the route issued in clearance. Once 5000 feet was reached; I engaged the altitude hold and continued to enter the route into the Garmin 430. At this time; the heading selected using the heading bug was inadequate to fly direct to DIXIE; and McGuire approach issued a warning and a heading of 090 to reach DIXIE. I adjusted the heading to 090 and continued the climb and the Garmin 430 programing. After reaching 5000; I engaged the altitude hold and continued programing the last few waypoints; however; during this time; the altitude hold failed; and Mc Guire approach again issued an alert; as my altitude had reached 5500. McGuire Approach asked me to state my intentions; and I reiterated my plan to fly to DIXIE and thence to JFK. Mc Guire Approach then asked the Flight conditions; and I noted to him the Haze. I apologized for the deviation while he explained that there were other aircraft at 4000 and 6000 he was working with. I returned to 5000 feet and arrived at DIXIE and proceeded to V16 and onward with no other issues.Things I should have done: Fly the first few waypoints and complete initial climb before programing the GPS. This would have prevented distracting effect of programing the GPS in flight. It is very important to note that Programing a GPS is a flight management task and does not constitute navigation. It is crucial to recognize that the initial climb and navigation is the most crucial part of a flight; as it takes place near airports and therefore has a high traffic density and corresponding demand for peak airmanship. Programming the GPS can occur during cruise when the aircraft is straight and level; and the pilot's attention can be afforded to less critical tasks such as programming the GPS.Programming the GPS is best done on the ground; however; it cannot be done without a clearance. Airports such as Robbinsville should have a better way of communicating with a clearance delivery agency; typically; this is the approach control of a nearby large airport. I tried to find a frequency I could reach Mc Guire with; in the AFD and sectional. It was not until I reached the end of the runway that I spotted a fading sign with a frequency that would reach Mc Guire. This information should be as easy to find as CTAFs and AWOS/ATIS; which are included on sectionals. With the advent of Cellphones; Phone numbers can also be published on sectionals; in tabular form indicating the airports covered by each approach facility responsible for issuing clearances to aircraft located at them.It should not be forgotten that it is understood that the PIC is responsible for following clearances; and This was not done; but will be noted for future flights of this nature.

Data retrieved from NASA's ASRS site 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.