Narrative:

A do-328 was direct kekee direct day. The route took the aircraft from ZID through cvg TRACON to day TRACON, I got approval from day TRACON for direct kekee direct day, descending to 8000 ft, and pointed out the do-328 to cvg TRACON at 14000 ft descending to 8000 ft. Later, day called back telling me to stop the do-328 at 9000 ft. My radar controller stopped the do-328 at 9000 ft and switched it to day TRACON. I did not back-coordinate with cvg TRACON because I was under the impression day TRACON would do it because they requested the altitude change. The do-328 crossed the cvg TRACON boundary at 10400 ft, and the error occurred about 18 mi inside their airspace. The person who took the pointout at cvg TRACON did not point out the do-328 to the arrival controller, because he assumed it would be level/below the arrival controller at 8000 ft. I am unaware of the sectorization at cvg TRACON at any time, and it changes based on the runway confign. At the cvg/day boundary, a CRJ2 and the do-328 merged at 8000 ft and 9000 ft, the reason day TRACON had us stop the do-328 at 9000 ft. At the same time, the cvg arrival controller descended an erj-135 to 9000 ft converging with the do-328 at 9000 ft. I am not sure how many controllers or how many sectors were involved at cvg TRACON, but it is my opinion that someone just forgot about the do-328 descending through their airspace. I think the lack of back-coordination was also a factor. My confusion over whose job it was to perform that coordination needs to be looked at and addressed.

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Original NASA ASRS Text

Title: FAILED COORD RESULTED IN OPERATIONAL ERROR.

Narrative: A DO-328 WAS DIRECT KEKEE DIRECT DAY. THE RTE TOOK THE ACFT FROM ZID THROUGH CVG TRACON TO DAY TRACON, I GOT APPROVAL FROM DAY TRACON FOR DIRECT KEKEE DIRECT DAY, DSNDING TO 8000 FT, AND POINTED OUT THE DO-328 TO CVG TRACON AT 14000 FT DSNDING TO 8000 FT. LATER, DAY CALLED BACK TELLING ME TO STOP THE DO-328 AT 9000 FT. MY RADAR CTLR STOPPED THE DO-328 AT 9000 FT AND SWITCHED IT TO DAY TRACON. I DID NOT BACK-COORDINATE WITH CVG TRACON BECAUSE I WAS UNDER THE IMPRESSION DAY TRACON WOULD DO IT BECAUSE THEY REQUESTED THE ALT CHANGE. THE DO-328 CROSSED THE CVG TRACON BOUNDARY AT 10400 FT, AND THE ERROR OCCURRED ABOUT 18 MI INSIDE THEIR AIRSPACE. THE PERSON WHO TOOK THE POINTOUT AT CVG TRACON DID NOT POINT OUT THE DO-328 TO THE ARR CTLR, BECAUSE HE ASSUMED IT WOULD BE LEVEL/BELOW THE ARR CTLR AT 8000 FT. I AM UNAWARE OF THE SECTORIZATION AT CVG TRACON AT ANY TIME, AND IT CHANGES BASED ON THE RWY CONFIGN. AT THE CVG/DAY BOUNDARY, A CRJ2 AND THE DO-328 MERGED AT 8000 FT AND 9000 FT, THE REASON DAY TRACON HAD US STOP THE DO-328 AT 9000 FT. AT THE SAME TIME, THE CVG ARR CTLR DSNDED AN ERJ-135 TO 9000 FT CONVERGING WITH THE DO-328 AT 9000 FT. I AM NOT SURE HOW MANY CTLRS OR HOW MANY SECTORS WERE INVOLVED AT CVG TRACON, BUT IT IS MY OPINION THAT SOMEONE JUST FORGOT ABOUT THE DO-328 DSNDING THROUGH THEIR AIRSPACE. I THINK THE LACK OF BACK-COORD WAS ALSO A FACTOR. MY CONFUSION OVER WHOSE JOB IT WAS TO PERFORM THAT COORD NEEDS TO BE LOOKED AT AND ADDRESSED.

Data retrieved from NASA's ASRS site as of July 2007 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.