Narrative:

I was working combined sectors with no d-side. The weather was not bad but there was continuous light chop at all of my altitudes. Aircraft X checked on and; as soon as he crossed into my sector on the lleeo STAR; I issued him pilot discretion to FL240. When he approached the low sector that was combined with the high sector I told [the] aircraft to descend now maintain FL200 to keep him above some cle departure traffic. Once the traffic was no factor I issued the pilot a clearance to cross lleeo at and maintain FL100.I went about other duties and when the aircraft was approximately 12-15 miles from lleeo I saw that aircraft was only descending out of FL200. I wanted to ask the pilot if he would make the restriction I had issued him; but got engaged with aircraft checking on and numerous calls from adjacent sectors asking for control of other aircraft in my airspace. When the pilot was 1 minute or approximately 7 miles from lleeo out of approximately 17;000 ft he stated he would not be able to make restriction. I told him to hustle and pointed him out to the sector he would enter first; ZOB windsor sector. By the time I completed that point out; detroit approach was calling me saying; 'spin aircraft X he is in our airspace.' they had not taken the handoff and I had not stopped him above their stratum even though aircraft was descending at 3;000 FPM. [The] supervisor caught what was going on and sent a d-side over to help. I spun aircraft X in detroit approach's airspace at their request and my d-side coordinated the heading they wanted the aircraft on.before I shipped aircraft to detroit approach my supervisor told me to tell the aircraft about the possible pilot deviation and to contact ZOB. The aircraft was out of approximately 15;000 ft when he crossed lleeo; 5;000 ft above the restriction. The combined sectors could have been split off. A d-side could have been assigned to the position to relieve some of the extra workload from the radar controller. Or; there could have been a d-side and the sectors could have been split. The controller at the detroit approach sector could have been more proactive about what they wanted done to ensure the aircraft never entered their sector. I should have taken immediate action to stop the aircraft above detroit approach's sector to keep him clear of their airspace or turned him out earlier. Better reaction time to a situation that needed immediate priority and action.

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Original NASA ASRS Text

Title: ZOB Controller reported that when an aircraft failed to make a crossing restriction; a heavy ATC workload and incomplete coordination resulted in an airspace deviation and a loss of separation.

Narrative: I was working combined sectors with no D-side. The weather was not bad but there was continuous light chop at all of my altitudes. Aircraft X checked on and; as soon as he crossed into my sector on the LLEEO STAR; I issued him pilot discretion to FL240. When he approached the low sector that was combined with the high sector I told [the] aircraft to descend now maintain FL200 to keep him above some CLE departure traffic. Once the traffic was no factor I issued the pilot a clearance to cross LLEEO at and maintain FL100.I went about other duties and when the aircraft was approximately 12-15 miles from LLEEO I saw that aircraft was only descending out of FL200. I wanted to ask the pilot if he would make the restriction I had issued him; but got engaged with aircraft checking on and numerous calls from adjacent sectors asking for control of other aircraft in my airspace. When the pilot was 1 minute or approximately 7 miles from LLEEO out of approximately 17;000 FT he stated he would not be able to make restriction. I told him to hustle and pointed him out to the sector he would enter first; ZOB Windsor sector. By the time I completed that point out; Detroit Approach was calling me saying; 'spin aircraft X he is in our airspace.' They had not taken the handoff and I had not stopped him above their stratum even though aircraft was descending at 3;000 FPM. [The] Supervisor caught what was going on and sent a D-side over to help. I spun aircraft X in Detroit Approach's airspace at their request and my D-side coordinated the heading they wanted the aircraft on.Before I shipped aircraft to Detroit Approach my Supervisor told me to tell the aircraft about the possible pilot deviation and to contact ZOB. The aircraft was out of approximately 15;000 FT when he crossed LLEEO; 5;000 FT above the restriction. The combined sectors could have been split off. A D-side could have been assigned to the position to relieve some of the extra workload from the Radar Controller. Or; there could have been a D-side and the sectors could have been split. The Controller at the Detroit Approach sector could have been more proactive about what they wanted done to ensure the aircraft never entered their sector. I should have taken immediate action to stop the aircraft above Detroit Approach's sector to keep him clear of their airspace or turned him out earlier. Better reaction time to a situation that needed immediate priority and action.

Data retrieved from NASA's ASRS site as of April 2012 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.