Narrative:

While planning a flight westbound from the phoenix area to the la basin I had copied down the controlling agencies and frequencies for restricted areas as well as moas along my intended route of flight. Also recorded were the flight service contacts on their respective vors.west of the buckeye VOR; I identified and verified the bard VOR and flew a course through several restricted areas since I had made an error in my preflight planning writing down prescott's contact and the VOR frequency where that of blythe and riverside belonged. I did not detect this error between passenger and engine management climbing out of turbulence. When I realized I was unsure of my position I tried contacting socal for a position check. Negative with them; I flew to the most recognizable settlement while trying to establish my position on the sectional and drifted through the ADIZ into mexican airspace. Finding that I was now west of yuma; I immediately requested a position check with either san diego or prescott flight service- I do not recall which at this time. I was given a discrete squawk and when radar contact was made 10 miles west of MCAS yuma I requested vectors back into american airspace and reported a possible pilot deviation through the restricted areas; moas and the ADIZ into mexico. Flight service asked if my flight had originated in the us and I replied it had. They contacted air marine operations center which had been tracking me and said it was not an issue as I flew back into american airspace. I asked for any other instruction or required reporting and was advised none. Flight service wished me a good day and I thanked them profusely before I flew a 337-degree course to blythe to regroup and refuel; copy down the details above and carefully reconsider continuing the trip. A lack of alertness caused by fatigue in the planning of the trip; as well as in-flight; and a desire to meet a commitment at my destination (get-there-itis) fueled this; my only incident. I have since established hard sleep and overtime rules to protect my airmanship and have scheduled some remedial training in navigation. I am also currently looking to purchase a GPS navigation aid for situational awareness to prevent further incursions.

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Original NASA ASRS Text

Title: GA pilot reported becoming disoriented and committing several airspace violations.

Narrative: While planning a flight westbound from the Phoenix area to the LA Basin I had copied down the controlling agencies and frequencies for restricted areas as well as MOAs along my intended route of flight. Also recorded were the flight service contacts on their respective VORs.West of the BUCKEYE VOR; I identified and verified the BARD VOR and flew a course through several restricted areas since I had made an error in my preflight planning writing down Prescott's contact and the VOR frequency where that of BLYTHE and Riverside belonged. I did not detect this error between passenger and engine management climbing out of turbulence. When I realized I was unsure of my position I tried contacting SoCal for a position check. Negative with them; I flew to the most recognizable settlement while trying to establish my position on the sectional and drifted through the ADIZ into Mexican airspace. Finding that I was now west of Yuma; I immediately requested a position check with either San Diego or Prescott flight service- I do not recall which at this time. I was given a discrete squawk and when radar contact was made 10 miles west of MCAS Yuma I requested vectors back into American airspace and reported a possible pilot deviation through the restricted areas; MOAs and the ADIZ into Mexico. Flight Service asked if my flight had originated in the US and I replied it had. They contacted Air Marine Operations Center which had been tracking me and said it was not an issue as I flew back into American airspace. I asked for any other instruction or required reporting and was advised none. Flight Service wished me a good day and I thanked them profusely before I flew a 337-degree course to Blythe to regroup and refuel; copy down the details above and carefully reconsider continuing the trip. A lack of alertness caused by fatigue in the planning of the trip; as well as in-flight; and a desire to meet a commitment at my destination (Get-There-Itis) fueled this; my only incident. I have since established hard sleep and overtime rules to protect my airmanship and have scheduled some remedial training in navigation. I am also currently looking to purchase a GPS navigation aid for situational awareness to prevent further incursions.

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.