EMB ERJ 170/175 ER/LR
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 1
Distraction; Situational Awareness
ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Human Factors
Aircraft X climbed off ALW; out of Chinook Approach Control airspace. By the letter; they assign 10;000 feet. Upon comms change and a radar hand-off; I am authorized to climb aircraft out of Approach airspace. When Aircraft X checked on; I climbed him to FL410. The problem: Sector 18/9/8 are low altitude sectors that stop at FL239. I am supposed to climb aircraft to FL230; initiate an automated hand off; and then switch comms once the hand off has been received. An aircraft climbing to FL230 is released to our high altitude controller to climb. When Aircraft X checked on with the high altitude controller; he did so climbing to FL410. The high altitude controller asked if I assigned Aircraft X FL410. I said no; certain that I assigned only FL230.Contributing factors:1) This is day 5 in a row; and the last hour and a half of my shift. I am definitely tired.2) With all of the training happening on low altitude sectors; I have had very little total time working them. I have almost three times as much high altitude time in the last couple of months. Coupled with fatigue; I think I climbed the aircraft because that is what you do on the high sector; get the aircraft to altitude. In other words; it was a total brain fart.3) We have a new trainee on the floor; doing A-side certification. He is monitoring and asking questions; as he should be. I was coaching him while working; and seeing as how I am a fairly new CPC; I think it may have been too much of a distraction for me.4) My fatigue is exacerbated by the looming threat of another government shutdown. We are a one-income family. I would be lying if I said I was not concerned about Congress getting a deal done and the President signing it.5) This past week; we in Seattle are dealing with one of the worst snow-ins we have ever had. It is certainly the worst one I have had to deal with. I have to admit that driving to and from work increased my stress level and affected my sleep this entire week.This situation did not result in a LoSS [Lack of Standard Separation] because separation was not lost. But I feel it is still just as important. I think it highlights two very important; inter-related issues. The first is fatigue mitigation. I try to get ample sleep. But by the end of the week; due to the nature of shift work; and coupled with the looming possibility of a government shutdown; I have been sleeping worse each night. The second issue is the importance of hear/read back. Hear/read back issues appear to be rising in the NAS. I argue the increase is directly related to the increase in controller fatigue.If shifts could be more stable and consistent; meaning the same start time throughout the week; I think there would be a lot less fatigue issues; including hear/readback issues and brain farts. In addition; other distractions in the workplace like the very real likelihood that I might not be able to make rent because I will not get paid is useless and unnecessary. It does not make sense that an industry that demands safety has controllers who are chronically tired because of schedules; staffing; weather; or political agendas. That being said; I am not trying to disavow responsibility in this situation. I am trying to understand what contributed to it; so as to avoid/navigate it in the future. I have a responsibility to the flying public. I recognize that. I answer to them. I have to do a better job in recognizing when a situation is distracting or when I am tired (regardless of the source); and compensate accordingly.
ZSE Center Controller reported an airspace violation when he climbed into airspace not owned by the sector he was working.  Reporter also stated this was due to fatigue and thinking about the government shutdown.