Narrative:

I picked up my initial IFR clearance to ZZZ; and got a full reroute as expected. I taxied to the runway and completed my run-up; when ground advised that miami TRACON gave me another full reroute. This did not make sense to me as it took me to the west coast of florida; then past ZZZ to the northwest; then direct destination. I did not question the clearance since the departure was still ZZZ1 and the destination was still ZZZ. I departed; advising both tower and miami TRACON I would fuel critical due to the reroute (expecting to arrive at ZZZ with 1 hour of fuel).when I was switched to departure; I asked if they could give me something more direct. I was on radar vectors at the time; heading 360. The departure controller advised me that I needed to speak up sooner since the clearance was not correct. She gave me a clearance via ZZZ VOR; then switched me to palm beach approach. Palm beach had no idea what was going on; since the route made no sense. They kept me on the 360 heading. They switched me again to the next palm beach approach controller; who issued me another full reroute. I was on vectors still heading 360. They switched me to miami center; who said that no one was giving me a correct routing. He cleared me to ZZZ via [route.] this was the route I was expecting all along. When I asked the controller what had happened and why this was all messed up; he said that this was not my fault; and that my flight plan had gotten messed up somewhere in the system. The flight continued at that point to ZZZ uneventfully.the reason the 5 reroutes were dangerous was because I was single pilot IFR; without an autopilot; in and out of IMC (towering cumulus and cumulonimbus clouds); with moderate turbulence. I had to write down clearances on my knee board; reprogram the GPS 5 different times (all times with full reroutes); run checklists; all while maintaining positive control of the airplane (all without an autopilot). From this; I learned a big lesson. When something does not seem correct; it most likely is not correct. I should have spoken up on ground frequency when they issued my clearance up the west coast.

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Original NASA ASRS Text

Title: PA-32R pilot reported weather and multiple route reassignments by ATC resulted in a high workload.

Narrative: I picked up my initial IFR clearance to ZZZ; and got a full reroute as expected. I taxied to the runway and completed my run-up; when ground advised that Miami TRACON gave me another full reroute. This did not make sense to me as it took me to the West Coast of Florida; then past ZZZ to the Northwest; then direct destination. I did not question the clearance since the departure was still ZZZ1 and the destination was still ZZZ. I departed; advising both Tower and Miami TRACON I would fuel critical due to the reroute (expecting to arrive at ZZZ with 1 hour of fuel).When I was switched to Departure; I asked if they could give me something more direct. I was on radar vectors at the time; heading 360. The Departure Controller advised me that I needed to speak up sooner since the clearance was not correct. She gave me a clearance via ZZZ VOR; then switched me to Palm Beach Approach. Palm Beach had no idea what was going on; since the route made no sense. They kept me on the 360 heading. They switched me again to the next Palm Beach Approach controller; who issued me another full reroute. I was on vectors still heading 360. They switched me to Miami Center; who said that no one was giving me a correct routing. He cleared me to ZZZ via [route.] This was the route I was expecting all along. When I asked the controller what had happened and why this was all messed up; he said that this was not my fault; and that my flight plan had gotten messed up somewhere in the system. The flight continued at that point to ZZZ uneventfully.The reason the 5 reroutes were dangerous was because I was single pilot IFR; without an autopilot; in and out of IMC (towering Cumulus and Cumulonimbus clouds); with moderate turbulence. I had to write down clearances on my knee board; reprogram the GPS 5 different times (all times with full reroutes); run checklists; all while maintaining positive control of the airplane (all without an autopilot). From this; I learned a big lesson. When something does not seem correct; it most likely is not correct. I should have spoken up on ground frequency when they issued my clearance up the West Coast.

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.