Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 10.5
Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Workload
ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Human Factors; Airspace Structure; Procedure
Aircraft X was on a 15L vector so that I could descend another aircraft; which was non-RVSM. The Rockdale sector in ZBW; was unable to except the non-RVSM aircraft at the LOA altitude of FL350. IAG sector got the non-RVSM and did their best to get him down but I got the non-RVSM at a high altitude. I also had southbound traffic at FL320 in the way and Aircraft X was turned early to get him out of the way of the descending non-RVSM. Since the Rockdale sector would not accept the non-RVSM I had to make sure that he was descending as fast as possible to not only get under my FL320 traffic but also miss Rockdale; which I had to evidentially do a point out with. I also had to turn both the non-RVSM and the southbound FL320 traffic to make sure I got proper separation. During all this; I forgot to flash the Aircraft X to ZBW and the auto flash didn't work; I'm guessing because Aircraft X was on a heading and off course. Meanwhile I was still doing manual handoffs to YYZ center. I just forgot to flash Aircraft X. The ZBW controller was calling me repeatedly to tell me that an Aircraft Y that I still had the handoff on showed up on their frequency; a simple mistake by the DSV controller. When I finally had time to answer the ZBW landline I realized that I was on the border; or maybe a couple of hits inside ZBW airspace. I immediately flashed Aircraft X to ZBW and told the controller that he would be direct RKA; as well as completing some other coordination. The ZBW controller accepted the handoff.Obviously the problem was; I was a little busy and didn't get the Handoff made in the appropriate time frame. Another issue is that non-RVSM aircraft having to meet LOA restrictions that are in RVSM airspace. With a non-RVSM we have to get the approval of the next sector to allow the non-RVSM to do one of two things; be leveled in RVSM airspace to meet the LOA altitude or to just leave the non-RVSM aircraft above RVSM airspace. If the next sector can't take either of those; we have to descend through a lot of crossing traffic through 4 sectors to get the non-RVSM below FL280; which can be complicated at times. Unfortunately; this was one of those times.As far as recommendations; get approval from the sector that has the LOA altitude restriction earlier to avoid the complexity. That's the only thing I can think of. But anytime your descending non-RVSM through the tight airspace and traffic that is in the ITH ULW area; complexity is a given.
Cleveland Center Controller reported an airspace violation due to working a non-RVSM compliant aircraft and neglecting to properly hand-off to the next sector.