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.